Upland City Council
June 9, 2025

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• Rise in global average sea level, primarily due to thermal expansion and melting of glaciers and ice caps in the Greenland and Antarctic ice sheets'
• Changes in weather that include widespread changes in precipitation, ocean salinity,wind patterns, and more energetic aspects of extreme weather, including droughts, heavy precipitation, heat waves, extreme cold, and the intensity of tropical cyclonesl3 • Decline of the Sierra snowpack, which accounts for approximately one-half of the surface water storage in California by 70 percent to as much as 90 percent over the next 100 years' • Increase in the number of days conducive to 03 formation by 25 to 85 percent (depending on the future temperature scenario) in high 03 areas of Los Angeles and the San Joaquin Valley by the end of the 21st century'
• High potential for erosion of California's coastlines and seawater intrusion into the Delta and levee systems due to the rise in sea levell6
Emission Inventories.An emissions inventory that identifies and quantifies the primary human- generated sources and sinks of GHGs is a well-recognized and useful tool for addressing climate change. This section summarizes the latest information on global, United States, and California GHG emission inventories.

Global Emissions. Worldwide emissions of GHGs in 2018 totaled 25.6 billion metric tons (MT) of CO2e. Global estimates are based on country inventories developed as part of the programs of the United Nations Framework Convention on Climate Change.17 United States Emissions. In 2020,the year for which the most recent data are available,the United States emitted about 5,222 million metric tons of CO2e (MMT CO2e). Overall, emissions in 2020 decreased by 11 percent since 2019 and were 21 percent lower than 2005 levels.The primary driver for the decrease was an 11 percent decrease in CO2 emissions from fossil fuel combustion.This decrease was primarily due to a 13 percent decrease in transportation emissions driven by decreased demand due to the COVID-19 pandemic. Electric power sector emissions also decreased 10 percent, reflecting both a slight decrease in demand from the COVID-19 pandemic and a continued shift from coal to less carbon intensive natural gas and 12 California Environmental Protection Agency(CalEPA). 2010. Climate Action Team Report to Governor Schwarzenegger and the California Legislature. December. 13 Intergovernmental Panel on Climate Change(IPCC). 2007. Climate Change 2007:The Physical Science Basis,Summary for Policymakers. February.Website: https://www.ipcc.ch/site/assets/uploads/2018/05/ ar4_wg1_full_report-1.pdf(accessed January 2023).
14 Cal EPA. 2010. Climate Action Team Report to Governor Schwarzenegger and the California Legislature.

December.
15 Ibid.
16 Ibid.
17 United Nations Framework Convention on Climate Change(UNFCCC). n.d.GHG Data from UNFCCC.

Website: unfccc.int/process-and-meetings/transparency-and-reporting/greenhouse-gas-data/ghg-data- unfccc/ghg-data-from-unfccc(accessed January 2023).

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renewables. Of the five major sectors (residential and commercial, agricultural, industry, transportation, and electricity generation)transportation accounted for the highest amount of GHG emissions in 2020 (approximately 27 percent),with electricity generation second at 27 percent and emissions from industry third at 24 percent.18 State of California Emissions.The State emitted approximately 369.2 MMT CO2e emissions in 2020, which are 35.3 MMT CO2e lower than 2019 levels and 61.8 MMT CO2e below the 2020 GHG limit of 431 MMT CO2e.19 The CARB estimates that transportation was the source of approximately 37 percent of the State's GHG emissions in 2020, which is a smaller share than recent years because the transportation sector saw a significant decrease of 26.6 MMT CO2e in 2020, likely due in large part to the impact of the COVID-19 pandemic.The next largest sources included industrial sources at approximately 20 percent and electricity generation at 16 percent.

The remaining sources of GHG emissions were commercial and residential activities at 10 percent, agriculture at 9 percent, high GWP at 6 percent, and waste at 2 percent.20

4.4.1.2 Regulatory Setting
This section describes applicable regulations related to GHG emissions at the federal, State, regional, and local level.

Federal Regulations.The United States has historically had a voluntary approach to reducing GHG emissions. However, on April 2, 2007,the United States Supreme Court ruled that the United States Environmental Protection Agency(EPA) has the authority to regulate CO2 emissions under the Federal Clean Air Act (FCAA). While there currently are no adopted federal regulations for the control or reduction of GHG emissions,the EPA commenced several actions in 2009 to implement a regulatory approach to global climate change.This includes the 2009 EPA final rule for mandatory reporting of GHGs from large GHG emission sources in the United States.Additionally,the EPA Administrator signed an endangerment finding action in 2009 under the FCAA, finding that six GHGs (CO2, CH4, N2O, HFCs, PFCs, and SF6) constitute a threat to public health and welfare and that the combined emissions from motor vehicles cause and contribute to global climate change, leading to national GHG emission standards.

In October 2012, the EPA and the National Highway Traffic Safety Administration (NHTSA), on behalf of the United States Department of Transportation (USDOT), issued final rules to further reduce GHG emissions and improve Corporate Average Fuel Economy(CAFE) standards for light-duty vehicles for model years 2017 and beyond.The NHTSA's CAFE standards have been enacted under the Energy Policy and Conservation Act since 1978.This national program requires automobile manufacturers to build a single light-duty national fleet that meets all requirements under both federal programs and the standards of California and other states.This program would increase fuel 18 United States Environmental Protection Agency(EPA).2023. Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2020.April 19.Website: https://www.epa.gov/ghgemissions/inventory-us-greenhouse- gas-emissions-and-sinks(accessed May 2023).
19 California Air Resources Board (CARB).2022a.California Greenhouse Gas Emissions for 2000 to 2020, Trends of Emissions and Other Indicators.October 26.Website: https://ww2.arb.ca.gov/sites/default/ files/classic/cc/inventory/2000-2020_ghg_inventory_trends.pdf(accessed January 2023). 20 Ibid.
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economy to the equivalent of 54.5 miles per gallon (mpg), limiting vehicle emissions to 163 grams of CO2 per mile for the fleet of cars and light-duty trucks by model year 2025.

On March 31, 2022, the NHTSA finalized the CAFE standards for Model Years 2024-2026 Passenger Cars and Light Trucks.The amended CAFE standards would require an industry-wide fleet average of approximately 49 mpg for passenger cars and light trucks in model year 2026, by increasing fuel efficiency by 8 percent annually for model years 2024-2025, and 10 percent annually for model year 2026.The final standards are estimated to save about 234 billion gallons of gasoline between model years 2030 to 2050.

State Regulations. CARB is the lead agency for implementing climate change regulations in the State. Since its formation, CARB has worked with the public, the business sector, and local governments to find solutions to California's air pollution problems. Key efforts by the State are described below.

Assembly Bill 1493(2002) In response to the transportation sector's significant contribution to California CO2 emissions,Assembly Bill (AB) 1493 was enacted on July 22, 2002. AB 1493 requires the CARB to set GHG emission standards for passenger vehicles and light-duty trucks (and other vehicles whose primary use is noncommercial personal transportation in the State) that were manufactured in 2009 as well as all subsequent model years.These standards (starting in model years 2009 to 2016) were approved by the CARB in 2004, but the needed waiver of Clean Air Act Preemption was not granted by the EPA until June 30, 2009.The CARB responded by amending its original regulation, now referred to as Low Emission Vehicle III,to take effect for model years starting in 2017 to 2025.The Trump administration revoked California's waiver in 2019, but the Biden administration restored California's waiver in 2021.

Executive Order S-3-05(2005). Governor Arnold Schwarzenegger signed Executive Order (EO) S-3-05 on June 1, 2005, which proclaimed that California is vulnerable to the impacts of climate change. To combat those concerns, EO S-3-05 established California's GHG emissions reduction targets,which established the following goals:
• GHG emissions should be reduced to 2000 levels by 2010. • GHG emissions should be reduced to 1990 levels by 2020. • GHG emissions should be reduced to 80 percent below 1990 levels by 2050.

The Secretary of the California Environmental Protection Agency(CalEPA) is required to coordinate the efforts of various State agencies in order to collectively and efficiently reduce GHGs. A biannual progress report must be submitted to the Governor and State Legislature disclosing the progress made toward GHG emission reduction targets. In addition, another biannual report must be submitted illustrating the impacts of global warming on California's water supply, public health, agriculture, coastline, and forestry, and report possible mitigation and adaptation plans to address these impacts.

The Secretary of CalEPA leads this CAT made up of representatives from State agencies as well as numerous other boards and departments.The CAT members work to coordinate statewide efforts to implement global warming emission reduction programs and the State's Climate

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Adaptation Strategy.The CAT is also responsible for reporting on the progress made toward meeting the statewide GHG targets that were established in EO S-3-05 and further defined under AB 32, the "Global Warming Solutions Act of 2006."The first CAT Report to the Governor and State Legislature was released in March 2006, and it laid out 46 specific emission reduction strategies for reducing GHG emissions and reaching the targets established in EO S-3-05. The most recent report was released in December 2020.

Assembly Bill 32(2006), California Global Warming Solutions Act. California's major initiative for reducing GHG emissions is AB 32, which was passed by the State Legislature on August 31, 2006.This effort aims at reducing GHG emissions to 1990 levels by 2020.The CARB has established the level of GHG emissions in 1990 at 427 MMT CO2e.The emissions target of 427 MMT requires the reduction of 169 MMT from the State's projected business-as-usual 2020 emissions of 596 MMT.AB 32 requires the CARB to prepare a Scoping Plan that outlines the main State strategies for meeting the 2020 deadline and to reduce GHGs that contribute to global climate change.The Scoping Plan was approved by the CARB on December 11, 2008 and contains the main strategies California will implement to achieve the reduction of approximately 169 MMT CO2e, or approximately 30 percent,from the State's projected 2020 emissions level of 596 MMT CO2e under a business-as-usual scenario (this is a reduction of 42 MMT CO2e, or almost 10 percent from 2002-2004 average emissions).The Scoping Plan also includes CARB- recommended GHG reductions for each emissions sector of the State's GHG inventory.The Scoping Plan calls for the largest reductions in GHG emissions to be achieved by implementing the following measures and standards:
• Improved emissions standards for light-duty vehicles (estimated reductions of 31.7 MMT CO2e)
• The Low-Carbon Fuel Standard (15.0 MMT CO2e)
• Energy efficiency measures in buildings and appliances and the widespread development of combined heat and power systems (26.3 MMT CO2e)
• A renewable portfolio standard for electricity production (21.3 MMT CO2e) The Scoping Plan identifies 18 emission reduction measures that address cap-and-trade programs,vehicle gas standards, energy efficiency, low carbon fuel standards, renewable energy, regional transportation-related GHG targets,vehicle efficiency measures, goods movement, solar roof programs, industrial emissions, high speed rail, green building strategies, recycling, sustainable forests, water, and air.The measures would result in a total reduction of 174 MMT CO2e by 2020.

On August 24, 2011,the CARB unanimously approved both the new supplemental assessment and reapproved its Scoping Plan,which provides the overall roadmap and rule measures to carry out AB 32.The CARB also approved a more robust CEQA-equivalent document supporting the supplemental analysis of the cap-and-trade program.The cap-and-trade took effect on January 1, 2012,with an enforceable compliance obligation that began January 1, 2013. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.4 Greenhouse Gas Emissions.docx(10/11/24) 4.4-9

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The CARB has not yet determined what amount of GHG reductions it recommends from local government operations and local land use decisions; however,the Scoping Plan states that land use planning and urban growth decisions will play an important role in the State's GHG reductions because local governments have primary authority to plan, zone, approve, and permit how land is developed to accommodate population growth and the changing needs of their jurisdictions (meanwhile,the CARB is also developing an additional protocol for community emissions).The CARB further acknowledges that decisions on how land is used will have large impacts on the GHG emissions that will result from the transportation, housing, industry, forestry, water, agriculture, electricity, and natural gas emission sectors.The Scoping Plan states that the ultimate GHG reduction assignment to local government operations is to be determined. With regard to land use planning,the Scoping Plan expects an approximately 5 MMT CO2e reduction due to implementation of Senate Bill (SB) 375.

In addition to reducing GHG emissions to 1990 levels by 2020,AB 32 directed the CARB and CAT to identify a list of"discrete early action GHG reduction measures"that could be adopted and made enforceable by January 1, 2010. On January 18, 2007, Governor Schwarzenegger signed EO S-1-07,further solidifying California's dedication to reducing GHGs by setting a new Low Carbon Fuel Standard (LCFS). EO S-1-07 sets a target to reduce the carbon intensity of California transportation fuels by at least 10 percent by 2020 and directs the CARB to consider the LCFS as a discrete early action measure. In 2011, United States District Court Judge Lawrence O'Neil issued an injunction preventing implementation of the LCFS, ruling that it is unconstitutional.

In 2012,the Ninth Circuit Court of Appeals stayed the District Court's injunction, allowing implementation of the LCFS.The Ninth Circuit decided to uphold the LCFS.

In June 2007,the CARB approved a list of 37 early action measures, including three discrete early action measures (i.e., LCFS, Restrictions on GWP Refrigerants, and Landfill CH4Capture).21 Discrete early action measures are measures that were required to be adopted as regulations and made effective no later than January 1, 2010, which is the date established by Health and Safety Code Section 38560.5.The CARB adopted additional early action measures in October 2007 that tripled the number of discrete early action measures.These measures relate to truck efficiency, port electrification, reduction of PFCs from the semiconductor industry, reduction of propellants in consumer products, proper tire inflation, and SF6 reductions from the non- electricity sector.The combination of early action measures is estimated to reduce statewide GHG emissions by nearly 16 MMT.22
The CARB approved the First Update to the Climate Change Scoping Plan (First Update) on May 22, 2014.The First Update identifies opportunities to leverage existing and new funds to further drive GHG emission reductions through strategic planning and targeted low carbon investments.The First Update defines CARB climate change priorities until 2020 and also sets the groundwork to reach long-term goals set forth in EO S-3-05 and EO B-16-2012.The First Update highlights California's progress toward meeting the "near-term" 2020 GHG emission 21 California Air Resources Board (CARB).2007a.Expanded List of Early Action Measures to Reduce Greenhouse Gas Emissions in California Recommended for Board Consideration.October. 22 California Air Resources Board (CARB).2007b. "ARB approves tripling of early action measures required under AB 32," News Release 07-46.October 25.

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reduction goals as defined in the initial Scoping Plan. It also evaluates how to align the State's "longer-term" GHG reduction strategies with other State policy priorities for water,waste, natural resources, clean energy,transportation, and land use.The CARB released a second update to the Scoping Plan,the 2017 Scoping Plan,23 to reflect the 2030 target set by EO B-30-15 and codified by SB 32.

The 2022 Scoping Plan24 was approved in December 2022 and assesses progress toward achieving the SB 32 2030 target and laying out a path to achieve carbon neutrality no later than 2045.The 2022 Scoping Plan focuses on outcomes needed to achieve carbon neutrality by assessing paths for clean technology, energy deployment, natural and working lands, and others, and is designed to meet the State's long-term climate objectives and support a range of economic, environmental, energy security, environmental justice, and public health priorities.

Senate Bill 97(2007). SB 97, signed by the Governor in August 2007 (Chapter 185, Statutes of 2007; Public Resources Code [PRC] Sections 21083.05 and 21097), acknowledges climate change is a prominent environmental issue that requires analysis under CEQA.This bill directed the Governor's Office of Planning and Research (OPR)to prepare, develop, and transmit to the California Natural Resources Agency guidelines for mitigating GHG emissions or the effects of GHG emissions, as required by CEQA.

The California Natural Resources Agency adopted the amendments to the CEQA Guidelines in November 2018, which went into effect in December 2018.The amendments do not identify a threshold of significance for GHG emissions, nor do they prescribe assessment methodologies or specific mitigation measures.The amendments encourage lead agencies to consider many factors in performing a CEQA analysis but preserve the discretion granted by CEQA to lead agencies in making their own determinations based on substantial evidence.The amendments also encourage public agencies to make use of programmatic mitigation plans and programs when they perform individual project analyses.

Senate Bill 375(2008). SB 375,the Sustainable Communities and Climate Protection Act, which establishes mechanisms for the development of regional targets for reducing passenger vehicle GHG emissions, was adopted by the State on September 30, 2008. On September 23, 2010, the CARB adopted the vehicular GHG emissions reduction targets that had been developed in consultation with the Metropolitan Planning Organizations (MPOs);the targets require a 6 to 15 percent reduction by 2020 and between 13 to 19 percent reduction by 2035 for each MPO.

SB 375 recognizes the importance of achieving significant GHG reductions by working with cities and counties to change land use patterns and improve transportation alternatives. Through the SB 375 process, MPOs will work with local jurisdictions in the development of a Sustainable Communities Strategy(SCS) designed to integrate development patterns and the transportation network in a way that reduces GHG emissions while meeting housing needs and other regional planning objectives. Pursuant to SB 375,the Los Angeles/Southern California reduction targets 23 California Air Resources Board (CARB).2017a.California's 2017 Climate Change Scoping Plan. November. 24 California Air Resources Board (CARB).2022a.2022 Scoping Plan for Achieving Carbon Neutrality.

November 16.Website: https://ww2.arb.ca.gov/sites/default/files/2022-12/2022-sp.pdf(accessed January 2023).
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for per capita vehicular emissions were 8 percent by 2020 and are 19 percent by 2035 as shown in Table 4.4.C.

Table 4.4.C: Senate Bill 375 Regional Greenhouse Gas
Emissions Reduction Targets
Metropolitan Planning Organization By 2020(%) By 2035(%) San Francisco Bay Area 10 19
San Diego 15 19
Sacramento 7 19
Central Valley/San Joaquin 6-13 13-16
Los Angeles/Southern California 8 19
Source:Scoping Plan for Achieving Carbon Neutrality(California Air Resources Board 2022a).

Executive Order B-30-15(2015). Governor Jerry Brown signed EO B-30-15 on April 29, 2015, which added the immediate target of:
• GHG emissions should be reduced to 40 percent below 1990 levels by 2030.

All State agencies with jurisdiction over sources of GHG emissions were directed to implement measures to achieve reductions of GHG emissions to meet the 2030 and 2050 targets.The CARB was directed to update the AB 32 Scoping Plan to reflect the 2030 target and therefore is moving forward with the update process.The mid-term target is critical to help frame the suite of policy measures, regulations, planning efforts, and investments in clean technologies and infrastructure needed to continue reducing emissions.

Senate Bill 350(2015), Clean Energy and Pollution Reduction Act. SB 350, signed by Governor Jerry Brown on October 7, 2015, updates and enhances AB 32 by introducing the following set of objectives in clean energy, clean air, and pollution reduction for 2030:
• Raise California's renewable portfolio standard from 33 percent to 50 percent • Increasing energy efficiency in buildings by 50 percent by the year 2030 The 50 percent renewable energy standard will be implemented by the California Public Utilities Commission for the private utilities and by the California Energy Commission for municipal utilities. Each utility must submit a procurement plan showing it will purchase clean energy to displace other non-renewable resources.The 50 percent increase in energy efficiency in buildings must be achieved through the use of existing energy efficiency retrofit funding and regulatory tools already available to State energy agencies under existing law. The addition made by this legislation requires State energy agencies to plan for and implement those programs in a manner that achieves the energy efficiency target.

Senate Bill 32, California Global Warming Solutions Act of 2016, and Assembly Bill 197. In the summer of 2016,the Legislature passed, and the Governor signed, SB 32 and AB 197. SB 32 affirms the importance of addressing climate change by codifying into statute the GHG emissions reductions target of at least 40 percent below 1990 levels by 2030 contained in

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Governor Brown's April 2015 EO B-30-15. SB 32 builds on AB 32 and keeps California on the path toward achieving the State's 2050 objective of reducing emissions to 80 percent below 1990 levels, consistent with an IPCC analysis of the emissions trajectory that would stabilize atmospheric GHG concentrations at 450 parts per million (ppm) CO2e and reduce the likelihood of catastrophic impacts from climate change.

The companion bill to SB 32 (i.e.,AB 197) provides additional direction to the CARB related to the adoption of strategies to reduce GHG emissions. Additional direction in AB 197 meant to provide easier public access to air emissions data that are collected by the CARB was posted in December 2016.

Senate Bill 100. On September 10, 2018, Governor Brown signed SB 100, which raises California's Renewables Portfolio Standard requirements to 60 percent by 2030, with interim targets, and 100 percent by 2045. SB 100 also establishes a State policy that eligible renewable energy resources and zero-carbon resources supply 100 percent of all retail sales of electricity to California end-use customers and 100 percent of electricity procured to serve all State agencies by December 31, 2045. Under SB 100,the State cannot increase carbon emissions elsewhere in the western grid or allow resource shuffling to achieve the 100 percent carbon-free electricity target.

Executive Order 8-55-18. EO B-55-18, signed September 10, 2018, sets a goal "to achieve carbon neutrality as soon as possible, and no later than 2045, and achieve and maintain net negative emissions thereafter." EO B-55-18 directs the CARB to work with relevant State agencies to ensure that future Scoping Plans identify and recommend measures to achieve the carbon neutrality goal.The goal of carbon neutrality by 2045 is in addition to other statewide goals, meaning not only should emissions be reduced to 80 percent below 1990 levels by 2050, but that, by no later than 2045,the remaining emissions be offset by equivalent net removals of CO2e from the atmosphere, including through sequestration in forests, soils, and other natural landscapes.

Title 24, Building Standards Code and CALGreen Code. The California Building Standards Code, or Title 24 of the California Code of Regulations (CCR), contains the regulations that govern the construction of buildings in California. Within the Building Standards Code,two parts pertain to the incorporation of both energy efficient and green building elements into land use development. Part 6 is California's Energy Efficiency Standards for Residential and Non- Residential Buildings. The California Building Standards Commission established the California Green Building Standards Code (CALGreen Code), which sets performance standards for residential and non-residential development to reduce environmental impacts and encourage sustainable construction practices.The CALGreen Code addresses energy efficiency,water conservation, material conservation, planning and design, and overall environmental quality.

The CALGreen Code is updated every 3 years and was most recently updated in 2019 to include new mandatory measures for residential as well as non-residential uses (the new measures took effect on January 1, 2020).The next set of standards were adopted in 2022 and will apply to projects seeking building permits on or after January 1, 2023. Energy efficient buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases GHG emissions.
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Cap and Trade. The development of a cap-and-trade program was included as a key reduction measure of the CARB AB 32 Climate Change Scoping Plan.The cap-and-trade program will help put California on the path to meet its goal of reducing GHG emissions to 1990 levels by 2020 and ultimately achieving an 80 percent reduction from 1990 levels by 2050.The cap-and-trade emissions trading program developed by the CARB took effect on January 1, 2012, with enforceable compliance obligations beginning on January 1, 2013. The cap-and-trade program aims to regulate GHG emissions from the largest producers in the State by setting a statewide firm limit, or cap, on allowable annual GHG emissions.The cap was set in 2013 at approximately 2 percent below the emissions forecast for 2020. In 2014,the cap declined approximately 2 percent. Beginning in 2015 and continuing through 2020, the cap has been declining approximately 3 percent annually.The CARB administered the first auction on November 14, 2012, with many of the qualified bidders representing corporations or organizations that produce large amounts of GHG emissions, including energy companies, agriculture and food industries, steel mills, cement companies, and universities. On January 1, 2015, compliance obligations began for distributors of transportation fuels, natural gas, and other fuels. The cap- and-trade program was initially slated to sunset in 2020, but the passage of SB 398 in 2017 extended the program through 2030.25
Executive Order N-79-20. EO N-79-20, which was signed by the Governor on September 23, 2020, sets the following goals for the State: 100 percent of in-state sales of new passenger cars and trucks shall be zero-emission by 2035; 100 percent of medium-and heavy-duty vehicles in the State shall be zero-emission by 2045 for all operations where feasible and by 2035 for drayage trucks; and 100 percent of off-road vehicles and equipment in the State shall be zero- emission by 2035, where feasible.

Regional Regulations. Regional regulations that are applicable to GHG emissions generated by the proposed project are implemented by the Southern California Association of Governments (SCAG), the South Coast Air Quality Management District (SCAQMD), and San Bernardino County Transportation Authority(SBCTA).

Southern California Association of Governments. SCAG is a regional council consisting of six Southern California counties: Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. In total, the SCAG region encompasses 191 cities and more than 38,000 square miles within Southern California. SCAG is the MPO serving the region under federal law and serves as the Joint Powers Authority,the Regional Transportation Planning Agency, and the Council of Governments under State law. As the Regional Transportation Planning Agency, SCAG prepares long-range transportation plans for the Southern California region, including the Regional Transportation Plan/Sustainable Communities Strategy(RTP/SCS) and the 2008 Regional Comprehensive Plan.
25 California Air Resources Board (CARB).2023.Cap-and-Trade Program.Website: www.arb.ca.gov/cc/ capandtrade/capandtrade.htm (accessed January 2023).

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On September 3, 2020, SCAG adopted Connect SoCal—The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy (2020-2045 RTP/SCS).26 In general,the SCS outlines a development pattern for the region, which when integrated with the transportation network and other transportation measures and policies would reduce vehicle miles traveled (VMT)from automobiles and light-duty trucks,thereby reducing GHG emissions from these sources. For the SCAG region, the CARB has set GHG reduction targets at 8 percent below 2005 per capita emissions levels by 2020, and 19 percent below 2005 per capita emissions levels by 2035.The RTP/SCS lays out a strategy for the region to meet these targets. Overall,the SCS is meant to provide growth strategies that will achieve the regional GHG emissions reduction targets. Land use strategies to achieve the region's targets include planning for new growth around high- quality transit areas and livable corridors, and creating neighborhood mobility areas to integrate land use and transportation and plan for more active lifestyles.27 However,the SCS does not require that local General Plans, Specific Plans, or zoning be consistent with the SCS; instead, it provides incentives to governments and developers for consistency.

South Coast Air Quality Management District. In 2008, the SCAQMD formed a Working Group to identify GHG emissions thresholds for land use projects that could be used by local lead agencies in the Basin.The Working Group developed several different options that are contained in the SCAQMD 2008 draft guidance document titled Interim CEQA GHG Significance Threshold for Stationary Sources, Rules and Plans28 that could be applied by lead agencies. On September 28, 2010, SCAQMD Working Group Meeting No. 15 provided further guidance, including a tiered approach for evaluating GHG emissions for development projects where SCAQMD is not the lead agency. SCAQMD has not presented a finalized version of these thresholds to the governing board.

SCAQMD identifies the emissions level for which a project would not be expected to substantially conflict with any State legislation adopted to reduce statewide GHG emissions.As such,the utilization of a service population represents the rates of emissions needed to achieve a fair share of the State's mandated emissions reductions. Overall, the SCAQMD identifies a GHG efficiency level that,when applied statewide or to a defined geographic area, would meet the post-2020 emissions targets as required by AB 32 and SB 32. If projects are able to achieve targeted rates of emissions per the service population,the State will be able to accommodate expected population growth and achieve economic development objectives,while also abiding by AB 32's emissions target and future post-2020 targets.

San Bernardino County Transportation Authority Regional GHG Reduction Plan. In response to the State initiatives in limiting GHG emissions as mentioned in Section 4.4.4.2, SBCTA and other 26 Southern California Association of Governments(SCAG). 2020. Connect SoCal:The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy of the Southern California Association of Governments.September 3.Website: https://scag.ca.gov/sites/main/files/file-attachments/ 0903fconnectsocal-plan_O.pdf?1606001176(accessed January 2023). 27 Ibid.
28 South Coast Air Quality Management District(SCAQMD).2008. Interim CEQA GHG Significance Threshold for Stationary Sources, Rules and Plans.Website: http://www.aqmd.gov/home/rules-compliance/ceqa/ air-quality-analysis-handbook/ghg-significance-thresholds(accessed January 2023). \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.4 Greenhouse Gas Emissions.docx(10/11/24) 4.4-15

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regional partners compiled a GHG emissions inventory and an evaluation of reduction measures that could be adopted by the 25 partnership cities of San Bernardino County.The latest Reduction Plan (2021) notes in the City Profile chapter for Upland that the City of Upland (City) selected a goal to reduce its community GHG emissions to a level that is 40 percent below its 2016 GHG emissions level by 2030.29 The City profile also identifies the adopted emission reduction strategies, reduction measures, and relevant General Plan Policies.

City of Upland General Plan and Climate Action Plan.The City of Upland addresses GHG in the Open Space and Conservation Element of the City's General Plan.The Open Space and Conservation Element contains goals, policies, and implementing actions that work toward achieving an environmentally aware community that is responsive to changing climate conditions and actively seeks to reduce local GHG emissions.The following goals, policies, and implementing actions related to GHG are presented in the Open Space and Conservation Element30 and are applicable to the proposed Project:

Policy OSC-5.2: Reduce greenhouse gas emissions from new development by promoting water conservation and recycling; promoting development that is compact, mixed use, pedestrian friendly,and transit oriented; promoting energy-efficient building design and site planning; improving the jobs/housing ratio;and other methods of reducing emissions.

Policy OSC-5.4: Evaluate greenhouse gas emission impacts from proposed development projects as required by the California Environmental Quality Act.

Policy OSC-5.5: Require development projects that exceed AQMD ROG and NOX operational thresholds to incorporate design or operational features that reduce emissions equal to 15% from the level that would be produced by an unmitigated project.

Policy OSC-5.11: Require new development to comply with the California Green Building Code(CALGreen) adopted by the California Building Standards Commission at the time of building permit application.

The City, as part of the General Plan 2035 update, also prepared a CAP31 that provides a framework of strategies and actions to reach GHG emissions targets consistent with the State of California's reduction targets.The CAP also describes Upland's emissions sources, provides projections of future emissions, includes best practices for addressing climate change impacts, and provides recommendations for measuring progress.The CAP focuses on addressing the largest GHG 29 San Bernardino County Transportation Authority(SBCTA). 2021.San Bernardino County Regional Greenhouse Gas Reduction Plan. March.Website: https://www.gosbcta.com/plan/regional-greenhouse- gas-reduction-plan/(accessed July 7, 2022).
3o City of Upland. 2015c. City of Upland General Plan,Open Space and Conservation Element.Website:
https://www.uplandca.gov/uploads/ftp/city_departments/development_services/planning/general_ plan_map/pdfs/06_Open%20Space-Conservation%20Element%20-%20revised%20map.pdf(accessed January 2023).
31 City of Upland. 2015d. Final Program Environmental Impact Report, pages 5.6-19 to 5.6-32.September 28.

Website: https://www.uplandca.gov/uploads/files/DevelopmentServices/Environmental%20Review%20 Documents/FINAL%2OGENERAL%2OPLAN%20EIR%20with%20comments%2OCOMBINED.pdf(accessed July 7, 2022).

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emissions sources for the area, which include energy consumed in buildings and for transportation as well as the solid waste sent to landfills.

4.4.2 Impacts and Mitigation Measures
The following section presents a discussion of the impacts related to GHG emissions that could result from implementation of the proposed project.

A single project typically does not generate a sufficient quantity of GHG emissions to affect global climate change;therefore,the global climate change impacts of the proposed project are discussed in the context of cumulative impacts,following the approach recommended by the SCAQMD.This section begins by establishing the thresholds to determine whether an impact is significant and then analyzes GHG emissions both quantitatively and qualitatively.The latter part of this section evaluates the GHG emissions expected to result from the project and the recommended feasible mitigation measures, if required.

4.4.2.1 Significance Criteria
Per Appendix G of the State CEQA Guidelines,the proposed project would have a significant impact related to GHG emissions if it would:

Threshold GHG-1: Generate GHG emissions, either directly or indirectly,that may have a significant impact on the environment.

Threshold GHG-2: Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of GHGs.

Project-Specific Thresholds. Section 15064.4 of the State CEQA Guidelines states "A lead agency should make a good-faith effort, based to the extent possible on scientific and factual data,to describe, calculate or estimate the amount of GHG emissions resulting from a project." In performing that analysis, the lead agency has discretion to determine whether to use a model or methodology to quantify GHG emissions or to rely on qualitative analysis or performance-based standards. In making a determination as to the significance of potential impacts, the lead agency then considers the extent to which the project may increase or reduce GHG emissions as compared to the existing environmental setting, whether the project emissions exceed a threshold of significance that the lead agency determines applies to the project, and the extent to which the project complies with regulations or requirements adopted to implement a statewide, regional, or local plan for the reduction or mitigation of GHG emissions.

SCAQMD has adopted a significance threshold of 10,000 MT CO2e per year(MT CO2e/yr)for permitted (stationary) sources of GHG emissions for which SCAQMD is the designated lead agency.

To provide guidance to local lead agencies on determining significance for GHG emissions in their CEQA documents, SCAQMD has convened a GHG CEQA Significance Threshold Working Group (Working Group). Based on the last Working Group meeting held in September 2010 (Meeting No. 15), SCAQMD proposed to adopt a tiered approach for evaluating GHG emissions for development projects where SCAQMD is not the lead agency:
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• Tier 1. Exemptions: If a project is exempt from CEQA, project-level and cumulative GHG emissions are less than significant.
• Tier 2. Consistency with a Locally Adopted GHG Reduction Plan: If the project complies with a GHG emissions reduction plan or mitigation program that avoids or substantially reduces GHG emissions in the project's geographic area (i.e., city or county), project-level and cumulative GHG emissions are less than significant.
• Tier 3. Numerical Screening Threshold: If GHG emissions are less than the numerical screening- level threshold, project-level and cumulative GHG emissions are less than significant.

For projects that are not exempt or where no qualifying GHG reduction plans are directly applicable, SCAQMD requires an assessment of GHG emissions. SCAQMD is proposing a "bright- line" screening-level threshold of 3,000 MT CO2e/yr for all land use types or the following land use-specific thresholds: 1,400 MT CO2e for commercial projects, 3,500 MT CO2e for residential projects, or 3,000 MT CO2e for mixed-use projects.This bright-line threshold is based on a review of the OPR database of CEQA projects. Based on the OPR's review of 711 CEQA projects, 90 percent of CEQA projects would exceed the bright-line thresholds identified above.

Therefore, projects that do not exceed the bright-line threshold would have a nominal, and therefore less than, cumulatively considerable impact on GHG emissions. • Tier 4. Performance Standards: If emissions exceed the numerical screening threshold, a more detailed review of the project's GHG emissions is warranted. SCAQMD has proposed an efficiency target for projects that exceed the bright-line threshold.The current recommended approach is per capita efficiency targets. SCAQMD is not recommending use of a percent emissions reduction target. Instead, SCAQMD proposes a 2020 efficiency target of

4.8 MT CO2e per year per service population (MT CO2e/year/SP)for project-level analyses and

6.6 MT CO2e/yr/SP for plan-level projects (program-level projects such as general plans).The GHG efficiency metric divides annualized GHG emissions by the service population, which is the sum of residents and employees, per the following equation:

Rate of Emission = GHG Emissions (MT CO2e/yr) _Service Population The efficiency evaluation consists of comparing the project's efficiency metric to efficiency targets. Efficiency targets represent the maximum quantity of emissions each resident and employee in the State of California could emit in various years based on emissions levels necessary to achieve the statewide GHG emissions reduction goals.A project that results in a lower rate of emissions would be more efficient than a project with a higher rate of emissions, based on the same service population.The metric considers GHG reduction measures integrated into a project's design and operation (or through mitigation).The per capita efficiency targets are based on the AB 32 GHG reduction target and 2020 GHG emissions inventory prepared for the CARB's 2008 Scoping Plan.

Based on guidance from the SCAQMD, if a non-industrial project would emit GHGs less than 3,000 MT CO2e/yr, the project is not considered a substantial GHG emitter, and the GHG impact would be less than significant,thereby requiring no additional analysis and no mitigation. If a non-industrial

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project would emit GHGs in excess of 3,000 MT CO2e/yr,then the project could be considered a substantial GHG emitter,thereby requiring additional analysis and potential mitigation. Therefore, 3,000 MT CO2e/yr is used as the applicable threshold in this analysis.

4.4.2.2 Project Impacts
The following section describes potential impacts associated with GHG emissions that could occur with development of the proposed project.

Threshold GHG-1: Generation of GHG Emissions.This section describes the proposed project's construction- and operation-related GHG emissions and contribution to global climate change.

SCAQMD has not addressed emissions thresholds for construction in its CEQA Air Quality Handbook; however, SCAQMD requires quantification and disclosure.

Construction. Construction activities associated with the proposed project would produce combustion emissions from various sources. Construction would emit GHGs through the operation of construction equipment and from worker and builder supply vendor vehicles for the duration of the construction period.The combustion of fossil-based fuels creates GHGs such as CO2, CH4, and N20. Furthermore,the fueling of heavy equipment emits CH4. Exhaust emissions from on-site construction activities would vary daily as construction activity levels change.

As indicated above, SCAQMD does not have an adopted threshold of significance for construction-related GHG emissions. However, lead agencies are required to quantify and disclose GHG emissions that would occur during construction.The SCAQMD then requires that construction GHG emissions be amortized over the life of the project (which is defined as 30 years), added to the operational emissions, and compared to the applicable interim GHG significance threshold tier.The life of the project would likely be longer than 30 years; however, to be conservative, this analysis still assumes a 30-year life.

As stated in in Section 4.2, Air Quality, construction emissions were estimated for the project using CalEEMod, consistent with SCAQMD recommendations. As discussed in Chapter 3.0, Project Description, the proposed project would be constructed in five phases: site preparation, grading, building construction, paving, and architectural coating.The construction duration is estimated to last for approximately 24 months, beginning 2024 and ending in 2025.Table 4.4.D presents the total construction-related emissions (all five phases) amortized over 30 years for the project,totaling approximately 19.14 MT CO2e/yr. Construction emissions would be temporary in nature and would only occur for the duration of the construction period. In addition, as stated in Section 4.2, Air Quality, emissions resulting from project construction would not exceed SCAQMD thresholds for any criteria pollutants (Table 4.2.C). \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.4 Greenhouse Gas Emissions.docx(10/11/24) 4.4-19

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Table 4.4.D: Total Project GHG Emissions
Source Emissions(Ibs/day)
CO2 CH4 N20 Refrigerants Total CO2e
Annual construction-related 18.77 1.00E-03 1.00E-03 8.00E-03 19.14 emissions amortized over 30-
years _
Mobile 778 0.04 0.04 1.32 792.00 Area 15.1 <0.005 <0.005 0 15.1
Energy 186 0.02 <0.005 0 187
Water 16.3 0.09 <0.005 0 19.2
Waste 5.6 0.56 0 0 19.6
Refrigerants 0 0 0 0.13 0.13 Total CO2e(all sources) 1,052.17
Source:Villa Serena Specific Plan Air Quality&Greenhouse Gas Assessment,Table 8,(Urban Crossroads.2024a).

CHa=methane GHG=greenhouse gas
CO2=carbon dioxide lbs/day=pounds per day
CO2e=carbon dioxide equivalent N20=nitrous oxide
Operation. Long-term GHG emissions are typically generated from mobile sources (e.g., vehicle trips), area sources (e.g., maintenance activities and landscaping), indirect emissions from sources associated with energy consumption, waste sources (land filling and waste disposal), and water sources (water supply and conveyance, treatment, and distribution). Mobile-source GHG emissions would include project-generated vehicle trips to and from the project site.Area- source emissions would be associated with activities such as landscaping and maintenance on the project site. Energy source emissions would be generated at off-site utility providers because of increased electricity demand generated by the proposed project. Waste source emissions generated by the proposed project include energy generated by land filling and other methods of disposal related to transporting and managing project-generated waste. In addition, water source emissions associated with the proposed project are generated by water supply and conveyance, water treatment, water distribution, and wastewater treatment.

The estimated GHG emissions for operation of the proposed project are summarized in Table

4.4.D.The estimated GHG emissions include CO2, CH4, N20, and refrigerants.The total project GHG emissions generated would be 1,033.03 MT CO2e/yr(operations only) or 1,052.17 MT CO2e/yr(with construction emissions).

As discussed above, according to SCAQMD, if a non-industrial project would emit GHGs less than 3,000 MT CO2e/yr, the project is not considered a substantial GHG emitter, and the GHG impact would be less than significant, thereby requiring no additional analysis and no mitigation.The proposed project would result in approximately 1,052.17 MT CO2e/yr; therefore, the proposed project would not exceed SCAQMD's numeric threshold under Tier 3. Therefore, this impact would be less than significant,and no mitigation is warranted.

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Threshold GHG-2: Conflict with a GHG Reduction Plan. Pursuant to Section 15604.4 of the State CEQA Guidelines, a lead agency may rely on qualitative analysis or performance-based standards to determine the significance of impacts from GHG emissions.The proposed project's consistency with the City of Upland's CAP is evaluated in the following discussion.

City of Upland Climate Action Plan.The proposed project would be required to comply with CALGreen building standards (General Plan Policy OSC-5.11), and California Energy Code implement various sustainability features, including provision of electric vehicle charging capacity in residential units, installation of EnergyStar and water-wise fixtures and features that limit use of energy and water, installation of solar energy systems, utilization of heat pumps for space and/or water heating, pre-wiring for full electrification, and facilitation of energy storage (battery) systems.3433 These features would foster, among other benefits, reductions in energy consumption, waste generation, and associated pollution. Newer construction materials and practices, current energy efficiency requirements, and newer appliances tend to emit lower levels of air pollutant emissions, including GHGs, as compared to materials and equipment used years ago. Among the City's methods to reduce GHG emissions is to encourage "smart growth" or promote efficient land use development.

Under the City's CAP Objective B: Maximize Land Use Efficiency,the proposed project is consistent with transportation and land use Measure T-7: Residential Density.34 The proposed project would increase residential density on a portion of the existing flood control basin, which would help the City to increase residential land use density goals in the CAP.

CARB Scoping Plan. Although the CARB Scoping Plan is applicable to State agencies but is not directly applicable to cities/counties and individual projects, new regulations adopted by the State agencies outlined in the Scoping Plan result in GHG emission reductions at the local level.

As a result, local jurisdictions benefit from reductions in transportation emissions rates, increases in water efficiency in the building and landscape codes, and other statewide actions that would affect a local jurisdiction's emissions inventory from the top down. Statewide strategies to reduce GHG emissions include the Low Carbon Fuel Standard and changes in the CAFE standards (e.g., Pavley I and Pavley California Advanced Clean Cars program). Although measures in the Scoping Plan apply to State agencies and not the proposed project,the project's GHG emissions would be reduced by compliance with statewide measures, (including, but not limited to, CALGreen and California Energy Code requirements) that have been adopted since AB 32 and SB 32 were adopted.Therefore,the proposed project was analyzed for consistency with the goals of the 2022 Scoping Plan, EO B-30-15, SB 32, and AB 197. 32 City of Upland. 2015d. Final Program Environmental Impact Report. Pages 5.6-23 to 5.6-31.September 28.

Website: https://www.uplandca.gov/uploads/files/DevelopmentServices/Environmental%20Review%20 Documents/FINAL%20GENERAL%2OPLAN%20EIR%20with%20comments%2OCOMBINED.pdf(accessed July 7,2022).
33 2022 CALGreen Residential Mandatory Measures Website: https://www.hcd.ca.gov/sites/default/files/ docs/building-standards/CALGreen/hcd-shl-625-rev-0824.pdf(accessed October 7, 2024). 34 Ibid. Page 5.6-23.
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EO B-30-15 added the immediate target of reducing GHG emissions to 40 percent below 1990 levels by 2030. SB 32 affirms the importance of addressing climate change by codifying into statute the GHG emissions reductions target of at least 40 percent below 1990 levels by 2030 contained in EO B-30-15. The CARB released the 2017 Scoping Plan35 to reflect the 2030 target set by EO B-30-15 and codified by SB 32. SB 32 builds on AB 32 and keeps California on track toward achieving the State's 2050 objective of reducing emissions to 80 percent below 1990 levels.AB 197,which is the companion bill to SB 32, provides additional direction to CARB that is related to adopting strategies to reduce GHG emissions.Additional direction in AB 197, which was intended to provide easier public access to air emissions data that are collected by the CARB,was posted in December 2016.

The 2022 Scoping PIan36 assesses progress toward the statutory 2030 target while laying out a path to achieving carbon neutrality no later than 2045.The 2022 Scoping Plan focuses on outcomes needed to achieve carbon neutrality by assessing paths for clean technology, energy deployment, natural and working lands, and others, and is designed to meet the State's long- term climate objectives and support a range of economic, environmental, energy security, environmental justice, and public health priorities.

The 2022 Scoping Plan focuses on building clean energy production and distribution infrastructure for a carbon-neutral future, including transitioning existing energy production and transmission infrastructure to produce zero-carbon electricity and hydrogen, and utilizing biogas resulting from wildfire management or landfill and dairy operations, among other substitutes.

The 2022 Scoping Plan states that in almost all sectors, electrification will play an important role.

The 2022 Scoping Plan evaluates clean energy and technology options and the transition away from fossil fuels, including adding four times the solar and wind capacity by 2045 and about 1,700 times the amount of current hydrogen supply.As discussed in the 2022 Scoping Plan, EO N-79-20 requires that all new passenger vehicles sold in California will be zero-emission by 2035, and all other fleets will have transitioned to zero-emission as fully possible by 2045, which will reduce the percentage of fossil fuel combustion vehicles.

Energy measures are intended to increase renewable energy generation sources. Future projects would be required to comply with the latest Title 24 and CALGreen Code standards regarding water efficiency and energy conservation requirements. In addition, electricity would be provided by Southern California Edison (SCE)37,which is required to increase its renewable energy sources to meet the Renewable Portfolio Standards mandate of 60 percent renewable supplies by 2030. In addition, SCE plans to continue to provide reliable service to its customers 3s California Air Resources Board (CARB).2017. California's 2017 Climate Change Scoping Plan. November.

Website: https://ww2.arb.ca.gov/our-work/programs/ab-32-climate-change-scoping-plan/2017-scoping- plan-documents(accessed January 2023).
36 California Air Resources Board (CARB).2022.2022 Scoping Plan for Achieving Carbon Neutrality.

November 16.Website: https://ww2.arb.ca.gov/sites/default/files/2022-12/2022-sp.pdf , accessed January 2023.
37 Madole&Associates. n.d. City of Upland Precise Grading Plans Tract No.20245.

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and upgrade its distribution systems as necessary to meet future demand.Therefore, the proposed project would not conflict with applicable energy measures.

Water conservation and efficiency measures are intended to continue efficiency programs and use cleaner energy sources to move and treat water. Increasing the efficiency of water transport and reducing water use would reduce GHG emissions.As noted above, future projects would be required to comply with the latest Title 24 and CALGreen Code standards, which include a variety of different measures, including reduction of wastewater and water use. In addition, the future projects would be required to comply with the California Model Water Efficient Landscape Ordinance.Therefore,the proposed project would not conflict with any of the water conservation and efficiency measures.

The goal of transportation and motor vehicle measures is to increase zero emission vehicles and decrease VMT. As described in Section 4.7,Transportation and Traffic,the proposed project is located within a low VMT area.The proposed project is located in an urban area that is supported by nearby transit facilities and pedestrian/bicycle networks, which would reduce vehicle trips and VMT.Therefore,the proposed project would not conflict with identified transportation and motor vehicle measures.

SCAG's 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy. SCAG's 2020-2045 RTP/SCS, which was adopted September 3, 2020, identifies land use strategies that focus on new housing and job growth in areas served by high-quality transit and other opportunity areas that would be consistent with a land use development pattern that supports and complements the proposed transportation network.The core vision in the 2020-2045 RTP/SCS is to better manage the existing transportation system through design management strategies, integrate land use decisions and technological advancements, create complete streets that are safe to all roadway users, preserve the transportation system, and expand transit and foster development in transit-oriented communities.The 2020-2045 RTP/SCS contains transportation projects to help more efficiently distribute population, housing, and employment growth, as well as forecast development that is generally consistent with regional- level general plan data.The forecasted development pattern,when integrated with the financially constrained transportation investments identified in the 2020-2045 RTP/SCS, would reach the regional target of reducing GHG emissions from autos and light-duty trucks by 19 percent by 2035 (compared to 2005 levels).The 2020-2045 RTP/SCS does not require that local general plans, specific plans, or zoning be consistent with the 2020-2045 RTP/SCS but does provide consistency incentives for governments and developers.

The project site is located in a predominantly developed area and would include the construction of 65 single-family residential dwelling units.The latest statistical figures published by SCAG for Upland's average household size assume 2.9 persons per housing unit;38 therefore, the proposed project would increase Upland's population by approximately 189 persons. 38 Southern California Association of Governments(SCAG). 2019. Local Profiles Report 2019, Profile of the City of Upland, page 3. May.Website: https://scag.ca.gov/sites/main/files/file-attachments/upland_ localprofile.pdf?1606014822(accessed January 2023).
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The latest figures provided by the California Department of Finance (DOE) indicate that Upland has a population of approximately 78,958 persons.39 The SCAG Demographic Forecast estimates that Upland would grow from its 2016 population of 76,40040 to approximately 93,000 persons by 2045.The proposed project's contribution to growth (189 persons) would represent a negligible amount of the future growth forecast in Upland (1.3 percent of the population difference between the DOF 2022 and SCAG 2045 forecasts).

The City's General Plan does not specify or anticipate when complete buildout would occur because long-range demographic and economic trends are difficult to predict.The designation within the General Plan of a site for a certain use does not necessarily mean that the site would be developed with that use during the planning period because most development depends on property owner initiative and market trends. Although the project site's existing land use designation is Public Utilities-Flood Control/Recharge,the proposed General Plan Amendment to the Villa Serena Specific Plan, which would result in an increase in residential uses beyond those planned for by the City at General Plan buildout,would contribute to the balance of the City's current and future jobs-to-housing ratio consistent with both the SCAG forecasts and the City's growth forecasts, all while not inducing substantial direct or indirect population growth in the area.The proposed project would relocate a portion of the existing flood control basin adjacent to the east in order to maintain adequate local flood control and recharge, but it would not otherwise include the construction of new roadways or infrastructure beyond that which would serve only the project site.Therefore,the proposed project would not exceed the growth assumptions in the SCAG's RTP/SCS.

In the absence of inconsistency with local, regional, or State plans for the reduction of GHGs, impacts are less than significant; therefore, no mitigation is warranted. 39 California Department of Finance.2023.E-5 Population and Housing Estimates for Cities, Counties, and the State,2020-2022.
40 Southern California Association of Governments(SCAG). 2020b.Demographics and Growth Forecast, page

40.September 1.Website: https://scag.ca.gov/sites/main/files/file-attachments/0903fconnectsocal_ demographics-and-growth-forecast.pdf?1606001579(accessed January 2023).

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4.5 HYDROLOGY AND WATER QUALITY
This section provides an overview of the hydrology and water quality conditions at and near the project site and assesses potential impacts to hydrology and water quality that could result from implementation of the proposed project. Mitigation measures to reduce significant impacts are identified, where appropriate.

4.5.1 Setting
This section describes existing conditions related to hydrology and water quality at and near the project area, as well as applicable regulatory agency framework and local policies.

4.5.1.1 Drainage and Surface Waters
The project site is within the Santa Ana River Watershed (watershed), which encompasses a 2,840- square-mile area.The upper watershed, or headwaters, including the highest point in the drainage system, is delineated by the east-west ridgeline of the San Gabriel and San Bernardino Mountains.

Past this ridgeline lies the Mojave Desert, which is part of the Lahontan Basin.The principal tributary streams in the upper watershed originate in the San Bernardino and San Gabriel Mountains.These tributaries include San Timoteo, Reche, Mill, Plunge, City, East Twin, Waterman Canyon, Devil Canyon, and Cajon Creeks and University Wash from the San Bernardino Mountains, while Lone Pine, Lytle, Day, Cucamonga, Chino, and San Antonio Creeks are tributaries from the San Gabriel Mountains.

In the southern portion of the watershed,the regional boundary divides the Santa Margarita River drainage area,which is not part of the watershed, from that of the San Jacinto River.The San Jacinto River,which is part of the watershed, starts in the San Jacinto Mountains, runs west through Canyon Lake, and normally ends in Lake Elsinore. In wet years,the San Jacinto River will overflow the lake and connect with the Santa Ana River through the Temescal Wash. Flood flows from the San Jacinto River produce a broad, shallow wetlands area called Mystic Lake.' Two creeks border the east and west limits of the City; San Antonio Creek is located along the City's western boundary, and Cucamonga Creek is located along the eastern boundary. Both are fully improved, engineered concrete channels owned, operated, and maintained by the US Army Corps of Engineers (San Antonio Creek) and the San Bernardino County Flood Control District(Cucamonga Creek), respectively.The City of Upland operates its own local storm drainage system and several basins within the city limits; however, several storm drain systems convey flows to flood control basins owned and operated by the San Bernardino County Flood Control District (SBCFCD).

The project site consists of a portion of the 15th Street Flood Control Basin (15th Street Basin).The 15th Street Basin functions as a flood control basin to minimize and control the release of storm runoff to the meet the capacity of downstream flood control facilities.The total watershed tributary to the 15th Street Basin is 583 acres.The watershed contributes stormwater runoff from developed portions of the city, consisting of single-family residential neighborhoods, multi-family residential 1 Santa Ana Watershed Project Authority. 2019. One Water One Watershed Plan 2018:Moving Forward Together.January.
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developments,golf course and open space areas, and regional power generation and transmission facilities.The watershed is broken into five sub-areas, each of which have direct physical connections to the basin. Each of the five drainage subareas contain fully improved storm drain collection systems comprised of concrete catch basins at the street level that connect to concrete pipes or concrete-lined channels.These fully improved drainage systems are continuous from the most upstream collection point in the watershed area to the discharge point at the basin.The basin drains into a network of concrete pipes ranging in size from 60 inches to 102 inches in diameter.

From the southwest corner of the basin,the pipe network travels in the westerly direction from the basin, approximately 800 feet,to a location where the pipe system transitions into a concrete-lined channel,which traverses southerly through the Dry Dock Depot RV and Boat Storage facility. Leaving the Dry Dock Depot property, the discharged flows are conveyed within concrete pipelines, concrete boxes, and concrete channels and released into a series of SBCFCD regional detention basins north and south of 8th Street in Upland. Mitigated flows released from the 8th Street basins are then conveyed through a network of concrete pipelines, concrete boxes, and concrete channels, southerly beyond 1-10, Ontario International Airport, and through Ontario until released into another series of SBCFCD detention basins north of Philadelphia Street, between Walker Avenue and Carlos Avenue2.

4.5.1.2 Groundwater
The project site is within the Chino Subbasin of the Upper Santa Ana Valley groundwater basin.' Groundwater in the Chino Subbasin occurs principally in Holocene and Upper Pleistocene alluvium deposits. Groundwater recharge in the Chino Subbasin occurs primarily by direct infiltration or precipitation on the subbasin floor, by infiltration of surface flow, and by underflow of groundwater from adjacent basins.4 The Chino Subbasin is a very low priority basin according to the criteria established under the Sustainable Groundwater Management Act (SGMA); therefore, a groundwater sustainability plan has not been developed for the subbasin.5 There are four storage ponds just east of the 15th Street Basin that provide groundwater recharge.

The area and recharge volume of each basin is shown in Table 4.5.A.As shown in Table 4.5.A, the total existing recharge volume is approximately 280,870 cubic feet.

The depth to groundwater is estimated to be greater than 200 feet below ground surface (BGS).6 2 Madole&Associates, Inc. 2021. Letter to Ms. Freeburn-Marquez,California Department of Fish and Wildlife. November 1.
3 California Department of Water Resources.2023a.Groundwater Basin Boundary Assessment Tool.

Website: https://gis.water.ca.gov/app/bbat/(accessed October 2023). 4 California Department of Water Resources.2006. California Groundwater Bulletin 118, Hydrologic Region South Coast, Upper Santa Ana Valley Groundwater Basin, Chino Subbasin.January 20. 5 California Department of Water Resources.2023b.SGMA Basin Prioritization Dashboard.Website:
https://gis.water.ca.gov/app/bp-dashboard/final/(accessed October 2023). 6 GeoTek, Inc. 2018b. Geotechnical Infiltration Evaluation for Proposed Single-Family Residential Development Assessor's Parcel Numbers(APNs) 1045-121-02&1045-151-34 Upland Colonies 59 North of East 15th Street Upland,San Bernardino,County,California.July 12.

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Table 4.5.A: Summary of Existing Groundwater Recharge Volumes Pond Area(square feet) Recharge Volume Recharge Volume Depth(feet) (cubic feet) (acre-feet)
A 16,331.50 34,908.03 0.80 3.0
B 76,932.04 126,516.06 2.90 2.0
C 19,012.55 25,570.35 0.59 2.0
D 79,252.73 93,876.30 2.16 2.0
•
Total 191,528.82 280,870.74 6.45
Source:Madole&Associates(n.d.)(Appendix E)

4.5.1.3 Surface Water and Groundwater Quality
The quality of surface water and groundwater in the vicinity of the project site is affected by past and current land uses within the project site and surrounding areas, and by the composition of geologic materials in the vicinity.The State Water Resources Control Board (SWRCB) and nine Regional Water Quality Control Boards (RWQCBs) regulate the quality of surface water and groundwater bodies throughout California. In San Bernardino County, including the project site vicinity, the Santa Ana RWQCB is responsible for implementing the Water Quality Control Plan (Basin Plan).'The Basin Plan establishes beneficial water uses for waterways, waterbodies, and groundwater within the region and is a master policy document for managing water quality in the region.

Section 303(d) of the federal Clean Water Act(described in Section 4.5.1.8 below) requires states to present the United States Environmental Protection Agency(EPA)with a list of"impaired water bodies," defined as those waterbodies that do not meet water quality standards, which in some cases result in the development of a total maximum daily load (TMDL). On a broad level,the TMDL process leads to a "pollution budget" designed to restore the health of a polluted body of water.

The TMDL process provides a quantitative assessment of the sources of pollution contributing to a violation of the water quality standards and identifies the pollutant load reductions or control actions needed to restore and protect the beneficial uses of the impaired waterbody.

According to the Basin Plan, water quality in the Santa Ana region is affected by several factors, including but not limited to wastewater discharge, consumptive use, import of water high in dissolved solids, runoff from urban and agricultural areas, and the recycling of water within the basin.The most serious water-related problem identified by the Basin Plan was water supply.The Santa Ana Region also faces pollutant and toxicity concerns.The Santa Ana River is a discharge- dominated river, receiving most of its inputs from treated wastewater.

The Santa Ana River extends approximately 96 miles from its headwaters to where it drains into the Pacific Ocean.The headwaters for the Santa Ana River and its tributaries originate in the San Gabriel, San Bernardino, and Santa Ana Mountains. From the San Bernardino and San Gabriel Santa Ana Regional Water Quality Control Board. 2020.Water Quality Control Plan (Basin Plan)for the Santa Ana Basin, amendments adopted up through December 14, 2020.Website:
https://www.waterboards.ca.gov/santaana/water_issues/programs/basin_plan/(accessed October 2023).
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Mountains,the Santa Ana River flows through the Santa Ana Valley, then through the Prado Basin and a narrow pass in the Santa Ana Mountains. From the Santa Ana Mountains,the Santa Ana River flows southwesterly to the Pacific Ocean.

Tables 4.5.B and 4.5.0 identify the designated beneficial uses for receiving waters.These designations provide a description of how water is used and what beneficial purposes it serves.

Table 4.5.B provides a description of each of these beneficial water uses, while Table 4.5.0 provides the specific locations of the various beneficial use designations.

4.5.1.4 Water Supply
According to the City's 2020 Urban Water Management Plan (UWMP),$the City provided 18,431 acre-feet of water in its service area (generally the City limits) in 2020.The City's current water needs are met by a water supply portfolio consisting of several sources:
• Imported water from the Metropolitan Water District of Southern California through the Inland Empire Utilities Agency(IEUA)
• Groundwater pumped from City-owned wells and West End Consolidated Water Company (WECWC)
• Groundwater purchased from San Antonio Water Company(SAWCo) • Surface water purchased from SAWCo and treated by City • Recycled water purchased from IEUA
As described above,the project site is located within the Chino Subbasin. Water rights in the Chino Groundwater Subbasin were adjudicated in January 1978,which allocated the safe yield to three pools: Overlying Agricultural, Overlying Non-Agricultural, and Appropriative Pools.The City is part of the Appropriative Pool and has rights to 5.202 percent of the safe yield allocated to the Appropriative Pool (54,834 acre-feet)for a total of 2,852 acre-feet.

4.5.1.5 Flooding
According to Federal Emergency Management Agency(FEMA),the project site is not within any flood hazard zones.The nearest 100-year flood hazard zone to the project site is located along Cucamonga Creek, more than 2 miles northeast of the project site. The Base Flood Elevation of this flood hazard zone is 1 foot referenced to the North American Vertical Datum of 1988.9 8 City of Upland. 2021.2020 Urban Water Management Plan and Water Shortage Contingency Plan.June 2021.Website: https://www.uplandca.gov/uploads/files/PW/Water/Upland%202020%20Urban%20 Water%20Management%20PIan.pdf(Accessed June 20,2022).
9 Federal Emergency Management Agency(FEMA). 2023. National Flood Hazard Layer(NFHL)Viewer, Map No.06071C8607H, effective August 28,2008.Website: https://msc.fema.gov/portal/search?Address Query=East%2015th%20Street%2C%20Upland%2C%2OCA(accessed October 2023).

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Table 4.5.B: Descriptions of Beneficial Uses
Designated Beneficial Use Description of Beneficial Use Municipal and Domestic Supply(MUN) Waters used for community,military,municipal,or individual water supply systems including,but not limited to,drinking water supply.

Agricultural Supply(AGR) Waters used for farming,horticulture or ranching.These uses may include,but are not limited to,irrigation,stock watering,and support of vegetation for range grazing.

Industrial Service Supply(IND) Waters used for industrial activities that do not depend primarily on water quality.These uses may include,but are not limited to,mining,cooling water supply,hydraulic conveyance,gravel washing,fire protection and oil well repressurization.

Industrial Process Supply(PROC) Waters used for industrial activities that depend primarily on water quality.

These uses may include,but are not limited to,process water supply and all uses of water related to product manufacture or food preparation.

Groundwater Recharge(GWR) Waters used for natural or artificial recharge of groundwater proposed for future extraction,maintenance of water quality,or halting of saltwater intrusion into freshwater aquifers.

Hydropower Generation(POW) Waters used for hydroelectric power generation.

Water Contact Recreation(REC1) Waters used for recreational activities involving body contact with water where ingestion of water is reasonably possible.These uses may include,but are not limited to,swimming,wading,water-skiing,skin and scuba diving,surfing, whitewater activities,fishing and use of natural hot springs.

Non-contact Water Recreation(REC2) Waters used for recreational activities involving proximity to water,but not normally involving body contact with water where ingestion of water would be reasonably possible.These uses may include,but are not limited to,picnicking, sunbathing,hiking,beachcombing,camping,boating,tide pool and marine life study,hunting,sightseeing and aesthetic enjoyment in conjunction with the above activities.

Warm Freshwater Habitat(WARM) Waters that support warm water ecosystems including,but not limited to, preservation and enhancement of aquatic habitats,vegetation,fish,and wildlife,including invertebrates.

Limited Warm Freshwater Habitat Waters that support warm-water ecosystems which are severely limited in (LWRM) diversity and abundance as the result of concrete-lined watercourses.Also low, shallow dry weather flows which result in extreme temperature,pH,and/or dissolved oxygen conditions.Naturally reproducing finfish populations are not expected to occur.

Cold Freshwater Habitat(COLD) Waters that support cold water ecosystems that may include,but are not limited to,preservations and enhancement of aquatic habitats,vegetation,fish and wildlife,including invertebrates.

Wildlife Habitat(WILD) Water that supports wildlife habitats including,but not limited to,the preservation and enhancement of vegetation and prey species used by wildlife, such as waterfowl.

Rare and Endangered Species Habitat Waters that support habitat necessary for the survival and successful (RARE) maintenance of plant or animal species designated under State or Federal law as rare,threatened,or endangered.

Spawning,Reproduction,and Waters that support high quality aquatic habitats necessary for reproduction Development(SPWN) and early development of fish and wildlife.

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Table 4.5.C: Locations of Beneficial Uses
San Antonio Chino Creek Chino Creek Prado Basin Santa Ana Santa Ana Designated Beneficial Use Creek Reach 2 Reach 16 Management River Reach River Reach Zone 2 1
Municipal and Domestic Present Excepted Excepted Excepted Excepted Excepted Supply(MUN)
Agricultural Supply(AGR) Present — — — Present — Industrial Service Supply(IND) Present — — — — — Industrial Process Supply
(PROC) Present — — — — — Groundwater Recharge(GWR) Present _ Present — — Present — Hydropower Generation
(POW) Present — — — — — Water Contact Recreation
(REC1) Present Present* Present Present Present Present* Non-contact Water Recreation
(REC2) Present Present Present Present Present Present Warm Freshwater Habitat
(WARM) — — Present Present Present Intermittent Limited Warm Freshwater
Habitat(LWRM) — Present — — — — Cold Freshwater Habitat
(COLD) Present — — — — — Wildlife Habitat(WILD) Present Present Present Present Present Intermittent Rare and Endangered Species
Habitat(RARE) — — Present Present Present — Spawning,Reproduction,and — —
Development(SPWN) — — Present` —
Source:Chapter3:Beneficial Uses.Santa Ana Basin Plan.January 24,1995;Updated June 2019.Table 3-1 Beneficial Uses—Continued, Pages 3-1,3-28,3-37,3-40,and 3-46.

Note:"Excepted"indicates the waterbody is specifically exempt from the MUN designation in accordance with the criteria specified in the"Sources of Drinking Water Policy,"which directed the Regional Boards to add the MUN Beneficial Use for all waterbodies not already so designated,unless they met certain exception criteria pursuant to Regional Water Quality Control Board Resolution No.89-

42.California State Water Resources Control Board,Resolution No.88-63,"Sources of Drinking Water Policy,"adopted May 19,1988. *Access prohibited in all or some portions per agency with jurisdiction. +SPWN only from Prado Dam to 0.6 mile downstream of the State Route 90(Imperial Highway)Bridge.

4.5.1.6 Seiche and Tsunami
Seiches are waves that are created in an enclosed body of water(e.g., a bay, lake, or harbor),that go up and down or oscillate, and do not progress forward like standard ocean waves. Seiches are also referred to as standing waves and are triggered by strong winds, changes in atmospheric pressure, earthquakes,tsunamis, or tidal influence.The height and frequency of seiches are determined by the strength of the triggering factor(s) and the size of the basin.Triggering forces that set off a seiche are most effective if they operate at specific frequencies relative to the size of an enclosed basin.There are no waterbodies near the project site that could generate a seiche that could impacts the project site.

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Tsunamis are long-period water waves caused by underwater seismic events,volcanic eruptions, or undersea landslides.Areas that are highly susceptible to tsunami inundation tend to be low-lying coastal areas, such as tidal flats or marshlands. According to mapping prepared by the California Geologic Survey and the California Governor's Office of Emergency Services,the San Bernardino County is not within a tsunami hazard area.'°

4.5.1.7 Regulatory Framework
This section provides a brief description of the regulations affecting hydrology and water quality, including the Clean Water Act, National Pollutant Discharge Elimination System (NPDES) Permit Program, and Insurance Program.

Federal Regulations. Federal regulations governing hydrology and water quality include the Clean Water Act, National Pollutant Discharge Elimination System (NPDES) Permit Program, and Insurance Program.

Federal Clean Water Act of 1972.The federal Clean Water Act of 1972 is the primary federal law that protects the quality of the nation's surface waters, including lakes, rivers, and coastal wetlands. It is administered by the EPA.The Clean Water Act operates on the principle that all discharges into the nation's waters are unlawful unless specifically authorized by a permit.The EPA has delegated its authority to implement and enforce most of the applicable water quality provisions of this law to the individual states. In California,the provisions are enforced by nine RWQCBs under the auspices of the SWRCB.

National Pollutant Discharge Elimination System (NPDES)Permit Program. Under Section 402 of the Clean Water Act,the discharge of pollutants through a point source into waters of the United States is prohibited unless the discharge is in compliance with an NPDES permit.The NPDES program regulates the discharge of pollutants from municipal and industrial wastewater treatment plants and sewer collection systems, as well as stormwater discharges from industrial facilities, municipalities, and construction sites. In California, implementation and enforcement of the NPDES program is conducted through the SWRCB and the nine RWQCBs.The RWQCBs set standard conditions for each permittee in their region,which includes effluent limitations and monitoring programs.

Federal Flood Insurance Program. In 1968, Congress created the National Flood Insurance Program in response to the rising cost of taxpayer-funded disaster relief for flood victims and the increasing amount of damage caused by floods.The National Flood Insurance Program makes federally-backed flood insurance available for communities that agree to adopt and enforce floodplain management ordinances to reduce future flood damage. FEMA manages the National Flood Insurance Program and creates Flood Insurance Rate Maps that designate 100- year flood hazard zones and delineate other flood hazard areas.As described above,the project site is not located within a mapped 100-year flood hazard zone or other flood hazard area. 10 California Geological Survey.2022. California Tsunami Maps.Website: https://www.conservation.ca.gov/ cgs/tsunami/maps(accessed October 2023).
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State Regulations. State regulations governing hydrology and water quality include the Porter- Cologne Water Quality Control Act, applicable National Pollutant Discharge Elimination System permits, and the Sustainable Groundwater Management Act.

Porter-Cologne Water Quality Control Act of 1970. The federal CWA places the primary responsibility for the control of water pollution and planning the development and use of water resources with the states, although it does establish certain guidelines for the states to follow in developing their programs.

California's primary statute governing water quality and water pollution is the Porter-Cologne Water Quality Control Act of 1970 (Porter-Cologne Act).The Porter-Cologne Act grants the SWRCB and the nine RWQCBs broad powers to protect water quality and is the primary vehicle for the implementation of California's responsibility under the federal CWA.The Porter-Cologne Act grants the SWRCB and RWQCBs the authority and responsibility to adopt plans and policies, to regulate discharges to surface water and groundwater,to regulate waste disposal sites, and to require cleanup of discharges of hazardous materials and other pollutants.The Porter- Cologne Act also establishes reporting requirements for unintended discharges of any hazardous substance, sewage, oil, or petroleum product.

Each RWQCB must formulate and adopt a water quality plan for its region.The regional plans are to conform to the policies set forth in the Porter-Cologne Act and established by the SWRCB in its State water policy.The Porter-Cologne Act also provides that an RWQCB may include in its region a regional plan with water discharge prohibitions applicable to particular conditions, areas, or types of waste.The City, including the project site, is within the jurisdictional boundaries of the Santa Ana RWQCB.

NPDES Construction General Permit. Construction projects disturbing more than 1 acre of land during construction are required to comply with the NPDES General Permit for Storm Water Discharges Associated with Construction and Land Disturbance Activities Order No. WQ 2022- 0057-DWQ, NPDES No. CAS000002 (Construction General Permit).

To obtain coverage under the Construction General Permit,the project applicant must provide via electronic submittal a Notice of Intent, a Storm Water Pollution Prevention Plan (SWPPP), and other documents required by Attachment B of the Construction General Permit. Activities subject to the Construction General Permit include clearing,grading, and disturbances to the ground, such as grubbing or excavation.The permit also covers linear underground and overhead projects, such as pipeline installations. Construction General Permit activities are regulated at a local level by the RWQCB.

The Construction General Permit uses a risk-based permitting approach and mandates certain requirements based on the project risk level (i.e., Level 1, Level 2, or Level 3). The project risk level is based on the risk of sediment discharge and the receiving water risk.The sediment discharge risk depends on the project location and timing (i.e.,wet season versus dry season activities).The receiving water risk depends on whether the project would discharge to a sediment-sensitive receiving water.The determination of the project risk level would be made

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by the project applicant when the Notice of Intent is filed (and more details of the timing of the construction activity are known).

The performance standard in the Construction General Permit is that dischargers shall minimize or prevent pollutants in stormwater discharges and authorized non-stormwater discharges through the use of controls, structures, and best management practices (BMPs)that achieve Best Available Technology for treatment of toxic and non-conventional pollutants and Best Conventional Technology for treatment of conventional pollutants.A SWPPP must be prepared by a Qualified SWPPP Developer that meets the certification requirements in the Construction General Permit.The purpose of the SWPPP is to: (1) identify the sources of sediment and other pollutants that could affect the quality of stormwater discharges; and (2) describe and ensure the implementation of BMPs to reduce or eliminate sediment and other pollutants in stormwater as well as non-stormwater discharges resulting from construction activity.

Operation of BMPs must be overseen by a Qualified SWPPP Practitioner who meets the requirements outlined in the Construction General Permit.

The SWPPP must also include a construction site monitoring program. Depending on the project risk level,the monitoring program may include visual observations of site discharges, water quality monitoring of site discharges (pH,turbidity, and non-visible pollutants, if applicable), and receiving water monitoring(pH, turbidity, suspended sediment concentration, and bioassessment).

The Construction General Permit allows non-stormwater discharge of groundwater dewatering effluent if the water is properly filtered and treated to remove sediment and pollutants using appropriate technologies (e.g.,filtration, settling, coagulant application with no residual coagulant discharge, minor odor or color removal with activated carbon, small-scale peroxide addition, or other minor treatment).Testing of receiving waters would also be required prior to and during the discharge. The discharge of dewatering effluent is authorized under the Construction General Permit if the following conditions are met:
• The discharge does not cause or contribute to a violation of any water quality standard. • The discharge does not violate any other provision of the Construction General Permit. • The discharge is not prohibited by the applicable Basin Plan. • The discharger has included and implemented specific Best BMPs required by the Construction General Permit to prevent or reduce the contact of the non-stormwater discharge with construction materials or equipment.
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If any of the above conditions are not satisfied,the discharge of dewatering effluent is not authorized by the Construction General Permit. If the dewatering activity is deemed by the RWQCB not to be covered by the Construction General Permit or other NPDES permit, and discharge of groundwater to the storm drain system is planned,then the discharger would be required to prepare a Report of Waste Discharge, and if approved by the RWQCB, be issued site- specific Waste Discharge Requirements (WDRs) under NPDES regulations.

Sustainable Groundwater Management Act. The SGMA requires local agencies to form groundwater sustainability agencies for high-and medium-priority basins and develop and implement groundwater sustainability plans to avoid undesirable results, mitigate overdraft, and reach sustainability within 20 years of implementing their sustainability plans.The California Department of Water Resources (DWR) is charged with classifying groundwater basins in California as either high, medium, low, or very low priority.As mentioned above,the Chino Groundwater Subbasin is classified as a very low priority basin by DWR; therefore, preparation of a groundwater sustainability plan is not required for the Chino Groundwater Subbasin.11 NPDES Phase I MS4 Permit. The City of Upland is a Co-Permittee of the National Pollutant Discharge Elimination System (NPDES) Permit and Waste Discharge Requirements for the SBCFCD,the County of San Bernardino, and the Incorporated Cities of San Bernardino County within the Santa Ana Region Area-Wide Urban Storm Water Runoff Management(San Bernardino MS4 Permit), Order No. R8-2010-0036, NPDES No. CAS618036. Development projects in Upland are subject to compliance with requirements of the San Bernardino MS4 Permit,which became effective on January 29, 2010.12 The San Bernardino MS4 Permit stipulates requirements for priority projects, including the preparation of a project-specific Water Quality Management Plan (WQMP).The project-specific WQMP would be required to detail the Site Design, Source Control, Low Impact Development(LID), and Treatment Control BMPs that would be implemented to capture,treat, and reduce pollutants of concern in stormwater runoff.The San Bernardino MS4 Permit requires project proponents to implement preventative and conservation techniques (e.g., preserve and protect natural features to the maximum extent practical) prior to considering mitigative techniques (e.g.., structural treatment such as infiltration systems). Furthermore, mitigative measures, such as BMPs that remove stormwater pollutants and reduce stormwater runoff volume, such as infiltration, should be prioritized over other BMPS, such as harvesting and use, evapotranspiration, and biotreatment.

LID employs principles such as preserving and recreating natural landscape features and minimizing impervious surfaces to create functional and appealing site drainage that treats stormwater as a resource, rather than as a waste product. LID measures provide effective stormwater treatment by filtering pollutants and sequestering them within soils. Additionally, some pollutants may be rendered less toxic through biological action in the soil.13 11 California Department of Water Resources.2020.Sustainable Groundwater Management Act, 2019 Basin Prioritization. May.
12 State Water Resources Control Board (SWRCB). 2010.Water Quality(WQ) Order R8-2010-0036 NPDES No.

CAS618036.
13 Ibid.

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Local Regulations. Local regulations include the Upland General Plan.

Upland General Plan. The Public Facilities and Safety Elements of the City of Upland General Plan contains policies and programs pertaining to hydrology and water that would be applicable to the proposed project, as listed below.

Policy PFS-11.1:Protection of Surface Water Resources. Implement the Santa Ana Regional Water Quality Control Board's(SARWQCB) Best Management Practices to protect surface water resources from contamination from runoff containing pollutants and sediment.

Policy PFS-11.2: New Development. Require new development to protect the quality of water bodies and natural drainage systems through site design,source controls,stormwater treatment, runoff reduction measures, best management practices(BMPs), Low Impact Development(LID),and hydromodification strategies consistent with the City's NPDES Permit.

Policy PFS-11.3:No Net Increase. Require all new development to contribute no net increase in stormwater runoff peak flows over existing conditions associated with a 100-year storm event.

Policy PFS-11.4:Post-Development Runoff. Require controlling the volume,frequency, duration,and peak flow rates and velocities of runoff from development projects to prevent or reduce downstream erosion and protect stream habitat.

Policy PFS-12.1:Stormwater Conveyance. Design storm drain systems to convey stormwater and recycled water to recharge the groundwater basin.

Policy PFS-12.2:Groundwater Recharge.Work with appropriate agencies to locate available facilities and to provide the retaining facilities necessary to recharge the groundwater basin using the City's stormwater.

Policy PFS-13.1:Best Management Practices. During the construction and operation of projects, promote the use of Best Management Practices(BMPs)to reduce stormwater runoff, improve water quality and reduce the requirements for stormwater runoff drainage infrastructure.

Policy SAF-2.3:Floodplain Storage Maintenance. Maintain and improve storm drainage infrastructure, including the City's urban creeks,to maintain existing floodplain storage.

Policy SAF-2.4:Floodplain Requirements. Regulate development within flood plains in accordance with State and federal requirements and maintain the City's eligibility under NFIP.

4.5.2 Impacts and Mitigation Measures
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4.5.2.1 Criteria of Significance
The following thresholds of significance are based on Appendix G of the State CEQA Guidelines.

Implementation of the proposed project would have a significant impact related to hydrology and water quality if it would:

Threshold HYD-1: Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality.

Threshold HYD-2: Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin.

Threshold HYD-3: Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would: (i) Result in substantial erosion or siltation on or off site; (ii) Substantially increase the rate or amount of surface runoff in a manner that would result in flooding on or off site; (iii) Create or contribute runoff water that would exceed the capacity of existing or planned storm water drainage systems or provide substantial additional sources of polluted runoff; or(iv) Impede or redirect flood flows.

Threshold HYD-4: In flood hazard,tsunami, or seiche zones, risk release of pollutants due to project inundation.

Threshold HYD-5: Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan.

4.5.2.2 Project Impacts
Threshold HYD-1: Water Quality.The potential for the proposed project to result in a violation of water quality standards or waste discharge requirements exists during both the construction and operation periods, as discussed below.

Construction. The project would involve construction activities such as excavation and grading, which can increase the potential for erosion and sedimentation from stormwater runoff and for the leaching/transport of potential contaminants from disturbed soil. Construction activities would also involve the use of construction materials, equipment, and hazardous materials that can be sources of stormwater and groundwater pollution. If stormwater contacts disturbed soil and/or improperly stored hazardous materials, sediments and contaminants could be entrained in stormwater runoff that could reach waterways and degrade water quality, potentially resulting in a violation of water quality standards.

The project would disturb more than 1 acre of land and therefore would be subject to the requirements of the State Water Resources Control Board's National Pollutant Discharge Elimination System (NPDES) General Permit for Storm Water Discharges Associated with

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Construction and Land Disturbance Activities (Construction General Permit [CGP]) NPDES No.

CAS000002, Order No. 2022-0057-DWQ.The CGP requires preparation of a Stormwater Pollution Prevention Plan (SWPPP) and implementation of construction BMPs during construction activities. Construction BMPs would include, but not be limited to, Erosion Control and Sediment Control BMPs designed to minimize erosion and retain sediment on site and Good Housekeeping BMPs to prevent spills, leaks, and discharge of construction debris and waste into receiving waters.The SWPPP would be required to be kept on site and be made available to RWQCB inspectors.Typical sediment and erosion BMPs include protecting storm drain inlets, establishing and maintaining construction exits, and perimeter controls.The SWPPP would also define proper building material staging areas, paint and concrete washout areas, proper equipment/vehicle fueling and maintenance practices, controls for equipment/vehicle washing, and allowable non-stormwater discharges, and would include a spill prevention and response plan. Compliance with the CGP would ensure that stormwater runoff from the project site during construction would not result in erosion/siltation or create other sources of polluted runoff that could degrade groundwater or receiving water quality.

According to the Geotechnical and Infiltration Evaluation for Proposed Single-Family Residential Development Assessor's Parcel Numbers (APNs) 1045-121-02 & 1045-151-34 Upland Colonies 59 North of East 15th Street Upland, San Bernardino County (Geotechnical Report)14 prepared by GeoTek in July 2018,the depth to groundwater is greater than 200 feet below grade (bgs).

Based on the recorded depths of groundwater, excavation activities would not have the potential to encounter groundwater, and groundwater dewatering would not be required during construction activities.

Infiltration of stormwater can have the potential to affect groundwater quality in areas of shallow groundwater.As discussed above, the depth to groundwater is greater than 200 feet bgs. Pollutants in stormwater are generally removed by soil through absorption as water infiltrates.Therefore, in areas of deep groundwater, there is more absorption potential and, as a result, less potential for pollutants to reach groundwater.Therefore, due to the depth to groundwater, it is not expected that any stormwater that may infiltrate during construction would affect groundwater quality because there is not a direct path for pollutants to reach groundwater.Therefore, project construction would not substantially degrade groundwater quality and construction-related impacts would be less than significant.

Operation. During the operational phase of the proposed project, the proposed project would result in the introduction of new residential land uses on the project site, which is currently undeveloped land used as a flood control basin. Therefore, the proposed project would generate new pollutants of concern, which could impact the quality of stormwater runoff. For example, pollutants associated with vehicles (e.g., fuel, oil/lubricants, brake dust, and fallout from exhaust)would be deposited on the surface of parking areas and driveways which would contribute petroleum hydrocarbons, heavy metals, and sediment to the pollutant load in runoff being transported to receiving waters. Debris and particulates that gather on impervious 14 GeoTek, Inc. 2018. Geotechnical and Infiltration Evaluation for Proposed Single-Family Residential Development Assessor's Parcel Numbers(APNs) 1045-121-02&1045-151-34 Upland Colonies 59 North of East 15th Street Upland,San Bernardino County,California.July 12,2018. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.5 Hydrology and Water Quality.docx(10/14/24) 4.5-13

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surfaces, such as paved areas and roofs of buildings, can also add metals and sediment to the pollutant load in runoff. In addition, landscape maintenance activities may involve the use of chemicals such as pesticides/herbicides and fertilizers which could also impact the quality of stormwater runoff.The change in land uses could also result in increased trash generation.

These pollutants could be transported in runoff from the project site and thereby degrade water quality in SBCFCD regional detention basins and the Santa Ana River.

The proposed project is a new development project that would create 10,000 square feet or more of impervious surface and therefore would be required to prepare and implement a Final WQMP as required by the San Bernardino MS4 Permit.The Final WQMP would specify the Site Design, Source Control, LID, and Treatment Control BMPs that would be implemented to capture, treat, and reduce pollutants of concern in stormwater runoff. Site Design BMPs are stormwater management strategies that emphasize conservation and use of existing site features to reduce the amount of runoff and pollutant loading generated from a site. Source Control BMPs are preventative measures that are implemented to prevent the introduction of pollutants into stormwater. LID BMPs mimic a project site's natural hydrology by using design measures that capture,filter, store, evaporate, detain, and infiltrate runoff rather than allowing runoff to flow directly to piped or impervious storm drains. Treatment Control BMPs are structural BMPs designed to treat and reduce pollutants in stormwater runoff prior to releasing it to receiving waters. A preliminary approach to water quality management approach has been developed to reduce impacts to water quality from operation of the project while simultaneously maintaining groundwater recharge, which is consistent with the requirements of the San Bernardino MS4 Permit. In the post-development condition,the proposed project would include four ponds to collect and infiltrate stormwater from the project site.As required by the San Bernardino MS4 Permit,the proposed project would be required to prepare a Final WQMP, which would ensure that the project design would adequately target pollutants of concern in runoff from the project site. Therefore, required compliance with the San Bernardino MS4 Permit would ensure the protection of surface water quality during operation of the project and impacts would be less than significant.

Threshold HYD-2: Groundwater Supplies and Recharge.The potential for the proposed project to result in adverse effects to groundwater during construction period dewatering, alteration of existing pervious surfaces, or through use of groundwater supply sources during project operations is discussed below.

Construction. According to the Geotechnical Report prepared for the proposed project, the depth to groundwater is greater than 200 feet bgs. Because of the depth to groundwater, excavation activities would not be anticipated to encounter groundwater during construction.

Therefore, groundwater dewatering would not be required. Furthermore, groundwater extraction would not be required during project construction.Therefore, construction impacts related to depletion of groundwater supplies or interference with groundwater recharge would be less than significant, and no mitigation would be required.

Operation. As described above,the project site consists of a portion of the 15th Street Basin. The 15th Street Basin has a total existing recharge volume of approximately 280,870 cubic feet. As described in Section 3.0, Project Description,the proposed project would include modifications

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to the existing ponds within the 15th Street Basin. Pond D would remain in its current condition with a volume of 93,876 cubic feet of dead storage for groundwater recharge. The bottom of Pond C would be modified, graded, and lowered 8 feet with a new recharge volume of 88,025 cubic feet.The bottom of Pond B would be lowered 7 feet with a new recharge volume of 211,732 cubic feet. Pond A would be removed entirely. Finally,the water quality management measures that would be included in the proposed project, such as detention basins and landscaped areas, would have a recharge volume of 28,809 cubic feet.A summary of the post- developed groundwater recharge volumes is provided in Table 4.5.D.

Table 4.5.D: Summary of Post-Developed Groundwater Recharge Volumes Area(square Recharge Volume Recharge Volume
Pond feet) _ (cubic feet) (acre-feet) Depth(feet) B 45,711.12 211,732.65 _ 4.86 7.0
C 18,8332.64 88,025.40 2.02 8.0
D 79,252.73 93,876.30 2.16 2.0
Water Quality Management -- 28,809.00 0.66 -- Total 143,296.48 422,443.35 9.70
Source:Madole&Associates(n.d.)(Appendix E)
As shown in Table 4.5.D, implementation of the proposed project, including the modifications to the existing 15th Street Basin, would result in an increase in the recharge volume of the on-site recharge from 6.45 acre-feet(see Table 4.5.A) to 9.7 acre-feet, an increase of 3.25-acre feet.

Therefore,the proposed project would result in an increase in groundwater recharge potential compared to the existing condition. Therefore, the proposed project would have a beneficial impact related to groundwater recharge and this impact would be less than significant.

Water Supply. As described under Section 4.5.1.4 above,the City's current water needs are met by a water supply portfolio consisting of several sources, which include groundwater from City- owned wells and WECWC and Groundwater purchased from SAWCo. While the proposed project would increase the demand on water supply, it would limit the increase in demand by using water-efficient interior plumbing fixtures, appliances, and equipment. As described in Section 6.0, Other CEQA Considerations,the proposed project's demand for water was accounted for in the 2020 UWMP, and the projected demand for water use associated with the project site are consistent with the projected demand growth anticipated by the UWMP.

Therefore,the proposed project would result in increased water demands that would conflict with the management of any groundwater basin, and impacts related to the sustainable management of the groundwater basin would be less than significant.

Threshold HYD-3: Drainage Patterns. Construction activities would involve excavation and grading, which would temporarily expose soil to potential erosion and increase the risk of siltation in storm drainage systems and receiving waters. As described under Threshold HYD-1 above, compliance with the CGP, requiring the preparation of a SWPPP to identify construction BMPs to be implemented as part of the proposed project to reduce impacts to water quality during construction, would ensure \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.5 Hydrology and Water Quality.docx(10/14/24) 4.5-15

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that potential impacts related to erosion of exposed soil or sedimentation of receiving waters or the storm drain system during construction of the proposed project would be less than significant.

During operation of the project,the project site would be covered by structures, pavement, and landscaped areas,with no ongoing soil exposure or disturbance that could result in erosion and siltation. Stormwater runoff from the project would be treated in groundwater recharge basins in accordance with the requirements of the San Bernardino MS4 Permit,which would minimize the amount of silt in stormwater runoff and reduce the rate of stormwater runoff from the project site compared to the existing condition.The proposed groundwater recharge basins would decrease the potential for erosion in downstream drainage courses, by detaining and infiltrating stormwater on- site. Operation of the project would therefore have less than significant impacts related to erosion and siltation.

The proposed project would alter the surface water drainage patterns on the project site by altering impervious/pervious surfaces and installing new stormwater treatment and drainage facilities. As described under Threshold HYD-2 above,the proposed project would include modifications to the existing 15th Street Basin that would increase the amount of groundwater recharge on the project site, which would ensure that stormwater runoff from the project site and the 15th Street Basin as a whole would not increase compared to the existing conditions.Therefore,the project would not create additional runoff that could contribute to exceeding the capacity of existing or planned stormwater drainage systems.Therefore,the proposed project would have less than significant impacts related to on-site or off-site flooding. Furthermore, as described under Threshold HYD-1 above, required compliance with the CGP and San Bernardino MS4 Permit would ensure the project would not result in substantial additional sources of polluted runoff.

Threshold HYD-4: Flood Hazards.As described above,the project site is not located within a flood hazard zone or tsunami hazard area.There are no water bodies located near the project site that could generate a seiche that could impact the project site.Therefore, potential impacts related to the release of pollutants as a result of flooding,tsunami, or seiche would be less than significant.

Threshold HYD-5:Water Quality Control Plan or Sustainable Groundwater Management Plan. As described under Thresholds HYD-1 and HYD-2,the proposed project would be required by existing State Law to comply with the requirements of the San Bernardino MS4 permit.Therefore,the proposed project would not conflict with any water quality control plans, and this impact would be less than significant.Additionally, as described in Section 4.5.1.2,the project site is located within the Chino Subbasin of the Upper Santa Ana Valley groundwater basin.The Chino Subbasin is a very low priority basin according to the criteria established under the SGMA;therefore, a groundwater sustainability plan has not been developed for the subbasin. Furthermore, as described in Threshold HYD-2,the proposed project would result in an increase in groundwater recharge within the 15th Street Basin.Therefore, the proposed project would result in a beneficial impact related to groundwater recharge and would not conflict with a sustainable groundwater management plan.

This impact would be less than significant.

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4.5.2.3 Cumulative Impacts
The geographic areas of concern for cumulative hydrology and surface water quality impacts are the streets, storm drains, and surface waters that could receive runoff from the project site and cumulative projects.The geographic areas of concern for cumulative groundwater quality and supply impacts are Upper Santa Ana Valley groundwater basin and Chino Subbasin. It should be noted that there are no current or probable future projects under City review within the vicinity of the project site.

Stormwater runoff and groundwater dewatering from the project site and cumulative projects occurring under buildout of the General Plan could result in degradation of surface water and groundwater quality if appropriate management of stormwater runoff and groundwater dewatering are not performed. Stormwater discharges from past and existing projects within the project vicinity have contained pollutants that have contributed to impairment of the water quality of SBCFCD regional detention basins and the Santa Ana River, which is a cumulative impact. Stormwater regulations have become progressively more stringent since the passing of the federal CWA, and current regulations require new developments to manage and treat all significant sources of stormwater pollutants, which includes potential erosion and siltation. Compliance with the CGP would ensure that stormwater runoff during project construction would not result in significant erosion/siltation or degradation of receiving water quality. During operation,the project site would not be susceptible to erosion and stormwater runoff would be treated in accordance with the San Bernardino MS4 Permit and the City's Municipal Code.Therefore,the project's contribution to cumulative erosion, siltation, and other surface water quality degradation would be less than significant. Cumulative projects would also be subject to existing regulations that protect surface water quality and prevent erosion and siltation during construction and operation. Compliance with existing regulations that protect stormwater runoff quality would also serve to protect groundwater quality during construction and operation of the proposed project and cumulative projects.

Therefore,the project's contribution to the cumulative degradation of surface and groundwater quality would be less than significant.

The proposed project would increase the groundwater recharge potential of the 15th Street Basin and therefore would not contribute to a decrease in infiltration and groundwater recharge and would have a beneficial effect related to groundwater recharge.Therefore,the proposed project would not contribute to cumulative impacts related to decreased groundwater recharge due to increasing impervious surfaces and this impact would be less than significant.

As described under Threshold HYD-2 above,the project's demand for water was accounted for and consistent with the projected demand growth anticipated by the 2020 UWMP.Therefore,the proposed project's contribution to cumulative impacts related to sustainable management of a groundwater basin would be less than significant.

The proposed project and cumulative projects would alter existing drainage patterns (e.g., by altering impervious surfaces),which could alter stormwater runoff patterns and impact the capacity of existing storm drain systems. As described under Threshold HYD-3,the proposed project would not result in an increase in the rate of stormwater runoff from the project site compared to existing conditions.Therefore,the project would not create additional runoff that could contribute to a \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.5 Hydrology and Water Quality.docx(10/14/24) 4.5-17

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cumulative impact of exceeding the capacity of stormwater drainage systems and this impact would be less than significant.

As described under Threshold HYD-4 above,the project site is not located within or adjacent to a flood hazard zone or tsunami hazard area, and there are no waterbodies near the project site that could generate a seiche that could impact the project site. Therefore,the project's contribution to cumulative impacts related to the release of pollutants as a result of flooding, tsunami, or seiche would be less than significant.

As described under Threshold HYD-5 above,the proposed project would not conflict with a water quality control plan or sustainable groundwater management plan, and would result in a beneficial impact related to groundwater recharge.Therefore,the project's contribution to cumulative impacts related to conflicts with a water quality control plan or sustainable groundwater management plan would be less than significant.

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4.6 NOISE AND VIBRATION
This section describes existing noise and vibration conditions, sets forth criteria for determining the significance of noise and vibration impacts, and estimates the likely noise and vibration impacts that would result from construction and operation of the proposed project. Standard conditions of approval and/or mitigation measures to reduce or avoid potentially significant noise and vibration impacts are identified,where appropriate. Information in this section is supplemented by the Villa Serena Noise Assessment prepared for the proposed project, which is included as Appendix F.1

4.6.1 Setting
This section describes the fundamentals of noise and vibration, summarizes the regulatory framework, and describes the existing noise environment of the project site and its vicinity.

4.6.1.1 Characteristics of Sound
Noise is generally defined as unwanted sound. Noise consists of any sound that may produce physiological or psychological damage and/or interfere with communication, work, rest, recreation, and sleep.To the human ear, sound has two significant characteristics: pitch and loudness. Pitch is the number of complete vibrations or cycles per second of a wave that results in the range of tone from high to low. Loudness is the strength of a sound that describes a noisy or quiet environment, and it is measured by the amplitude of the sound wave. Loudness is determined by the intensity of the sound waves combined with the reception characteristics of the human ear. Sound intensity refers to how hard the sound wave strikes an object, which in turn produces the sound's effect.This characteristic of sound can be precisely measured with instruments.The analysis of a project defines the noise environment of the project area in terms of sound intensity and its effects on adjacent sensitive land uses.

Measurement of Sound. Sound intensity is measured through the A-weighted scale to correct for the relative frequency response of the human ear.That is, an A-weighted noise level de-emphasizes low and very high frequencies of sound similar to the human ear's de-emphasis of these frequencies. Unlike linear units such as inches or pounds, decibels are measured on a logarithmic scale, representing points on a sharply rising curve.Table 4.6.A contains a list of typical acoustical terms and definitions. Figure 4.6-1 shows representative outdoor and indoor noise levels in units of A-weighted decibels (dBA).

A decibel (dB) is a unit of measurement which indicates the relative intensity of a sound.The 0 point on the dB scale is based on the lowest sound level that the healthy, unimpaired human ear can detect. Changes of 3 dB or less are only perceptible in laboratory environments. Audible increases in noise levels generally refer to a change of 3 dB or more, as this level has been found to be barely perceptible to the human ear in outdoor environments. Sound levels in dB are calculated on a logarithmic basis. An increase of 10 dB represents a 10-fold increase in acoustic energy, while 20 dB is 100 times more intense, 30 dB is 1,000 times more intense. Each 10 dB increase in sound level is perceived as approximately a doubling of loudness.
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Table 4.6.A: Definitions of Acoustical Terms
Term Definitions
Decibel,dB A unit of sound level that denotes the ratio between two quantities proportional to power;the number of decibels is 10 times the logarithm(to the base 10)of this ratio.

Frequency,Hz Of a function periodic in time,the number of times that the quantity repeats itself in one second(i.e., number of cycles per second).

A-Weighted Sound The sound level obtained by use of A-weighting.The A-weighting filter de-emphasizes the very low and very Level,dBA high frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise.All sound levels in this report are A-weighted,unless reported otherwise.

Loi,L1o,L50,L90 The fast A-weighted noise levels equaled or exceeded by a fluctuating sound level for 1 percent,10 percent, 50 percent,and 90 percent of a stated time period.

Equivalent Continuous The level of a steady sound that,in a stated time period and at a stated location,has the same A-weighted Noise Level,Leg sound energy as the time varying sound.

Community Noise The 24-hour A-weighted average sound level from midnight to midnight,obtained after the addition of five Equivalent Level,CNEL decibels to sound levels occurring in the evening from 7:00 p.m.to 10:00 p.m.and after the addition of 10 decibels to sound levels occurring in the night between 10:00 p.m.and 7:00 a.m.

Day/Night Noise Level, The 24-hour A-weighted average sound level from midnight to midnight,obtained after the addition of 10 Ldn decibels to sound levels occurring in the night between 10:00 p.m.and 7:00 a.m.

Lmax,Lmin The maximum and minimum A-weighted sound levels measured on a sound level meter,during a designated time interval,using fast time averaging.

Ambient Noise Level The all-encompassing noise associated with a given environment at a specified time,usually a composite of sound from many sources at many directions,near and far;no particular sound is dominant.

Intrusive The noise that intrudes over and above the existing ambient noise at a given location.The relative intrusiveness of a sound depends upon its amplitude,duration,frequency,and time of occurrence and tonal or informational content as well as the prevailing ambient noise level.

Source:Handbook of Acoustical Measurements and Noise Control(Cyril Harris 1998) Figure 4.6-1:Typical A-Weighted Sound Levels
Noise Level
Common Outdoor Sound Levels dBlA) Common Indoor Sound Levels 111111 Rock Band
Commercial Jet Flyover at 1000 Feet
100
Gas Lawn Mower at 3 Feet
90 Inside Subway Train(New York)
Diesel Truck at 50 Feet
80 Food Blender at 3 Feet
Concrete Mixer at 50 Feet
Garbage Disposal at 3 Feet
Air Compressor at 50 Feet 7Q Shouting at 3 Feet
Vacuum Cleaner at 19 Feet
Lawn Tiller at 50 Feet
60 Normal Speech at 3 Feet
Large Business Office
Quiet Urban Daytime 50
Dishwasher Next Room
Quiet Urban Nighttime 40 Small Theater,Large Conference Room Quiet Suburban Nighttime 30 (Background)
Library
Quiet Rural Nighttime 20 Bedroom at Night
Concert Hall(Background)
10 Broadcast and Recording Studio
0 Threshold of Hearing
Source:Compiled by LSA(2016).

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As noise spreads from a source, it loses energy so that the farther away the noise receiver is from the noise source,the lower the perceived noise level would be. Geometric spreading causes the sound level to attenuate or be reduced, resulting in a 6 dB reduction in the noise level for each doubling of distance from a single point source of noise to the noise sensitive receptor of concern.

The proper noise descriptor to use in any given situation depends on the nature of the noise source.

For example, a high amplitude short duration event such as gunshot requires a different descriptor than a constant, relatively low amplitude noise source such as traffic.The proper descriptor depends on the spatial distribution of noise sources, duration of the noise event, amount of fluctuation, and time patterns. Dozens of descriptors and scales have been devised over the years to quantify community noise, aircraft flyovers, traffic noise, industrial noise, speech interference, etc.

Environmental noise descriptors are generally based on averages, rather than instantaneous, noise levels.The most-used figure is the equivalent level (Leq). Equivalent sound levels are not measured directly but are calculated from sound pressure levels typically measured in A-weighted decibels (dBA). Leq represents a steady state sound level containing the same total energy as a time varying signal over a given sample period and is commonly used to describe the "average" noise levels within the environment.The City of Upland relies on Leq to assess operational activities associated with non-transportation transportation related stationary noise sources.

Leq is the total sound energy of time-varying noise over a sample period. However,the predominant rating scales for human communities in the State of California are the Leq,the community noise equivalent level (CNEL), and the day-night average level (Ldn) based on dBA. CNEL is the time varying noise over a 24-hour period, with a 5 dBA weighting factor applied to the hourly Leq for noises occurring from 7:00 p.m.to 10:00 p.m. (defined as relaxation hours) and 10 dBA weighting factor applied to noise occurring from 10:00 p.m.to 7:00 a.m. (defined as sleeping hours). Ldn is similar to the CNEL scale, but without the adjustment for events occurring during the evening relaxation hours. CNEL and Ldn are within one dBA of each other and are normally exchangeable.The noise adjustments are added to the noise events occurring during the more sensitive hours.Typical A- weighted sound levels from various sources are described in Figure 4.6-1.

Other noise rating scales of importance when assessing the annoyance factor include the maximum noise level (Lmax),which is the highest exponential time averaged sound level that occurs during a stated time period.The noise environments discussed in this analysis are specified in terms of maxi- mum levels denoted by Lmax for short-term noise impacts. Lmax reflects peak operating conditions, and addresses the annoying aspects of intermittent noise.

Noise standards in terms of percentile exceedance levels, Ln, are often used together with the Lmax for noise enforcement purposes. When specified, the percentile exceedance levels are not to be exceeded by an offending sound over a stated time period. For example,the L10 noise level represents the level exceeded 10 percent of the time during a stated period. The Lso noise level represents the median noise level. Half the time the noise level exceeds this level, and half the time it is less than this level.The L90 noise level represents the noise level exceeded 90 percent of the time and is considered the lowest noise level experienced during a monitoring period. It is normally referred to as the background noise level. For a relatively steady noise,the measured Leq and L50 are approximately the same.
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Noise impacts can be described in three categories.The first is audible impacts that refer to increases in noise levels noticeable to humans. Audible increases in noise levels generally refer to a change of 3 dBA or greater, because, as described earlier, this level of noise change has been found to be barely perceptible in exterior environments. The second category, potentially audible, refers to a change in the noise level between 1 and 3 dBA.This range of noise levels has been found to be noticeable only in laboratory environments.The last category is changes in noise level of less than 1 dBA that are inaudible to the human ear.A change in noise level of at least 5 dBA would be required before any noticeable change in human response would be expected and a 10 dBA change is subjectively heard as approximately a doubling in loudness, and can cause an adverse response.

Only audible changes in existing ambient or background noise levels are considered potentially significant.

Physiological Effects of Noise.The effects of noise on people can also be described in three categories: annoyance, interference with activities such as speech or sleep, and physiological effects such as hearing loss. Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA. Exposure to high noise levels affects our entire system, with prolonged noise exposure in excess of 75 dBA increasing body tensions, and thereby affecting blood pressure, functions of the ear, and the nervous system. In comparison, extended periods of noise exposure above 90 dBA would result in permanent cell damage. When the noise level reaches 120 dBA, a tickling sensation occurs in the human ear even with short-term exposure.This level of noise is called the threshold of feeling.

Unwanted community effects of noise occur at levels much lower than those that cause hearing loss and other health effects. Noise annoyance occurs when it interferes with sleeping, conversation, and noise-sensitive work, including learning or listening to the radio,television, or music. According to World Health Organization noise studies, few people are seriously annoyed by daytime activities with noise levels below 55 dBA, or are only moderately annoyed with noise levels below 50 dBA.2

4.6.1.2 Characteristics of Ground-borne Vibration
Vibrating objects in contact with the ground radiate vibration waves through various soil and rock strata to the foundations of nearby buildings. As the vibration propagates from the foundation throughout the remainder of the building,the vibration of floors and walls may cause perceptible vibration from the rattling of windows or a rumbling noise.The rumbling sound caused by the vibration of room surfaces is called ground-borne noise. When assessing annoyance from ground-borne noise, vibration is typically expressed as root-mean-square (RMS)velocity in units of decibels of 1 microinch per second.To distinguish vibration levels from noise levels,the unit is written as "VdB." Human perception to vibration starts at levels as low as 67 VdB and sometimes lower. Annoyance due to vibration in residential settings starts at approximately 70 VdB.

Ground-borne vibration is almost never annoying to people who are outdoors.Although the motion of the ground may be perceived, without the effects associated with the shaking of the building,the motion does not provoke the same adverse human reaction. 2 World Health Organization. 1999. Guidelines for Community Noise.

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4.6.1.3 Existing Noise Environment
The ambient noise environment in Upland is affected by a variety of noise sources, including vehicle traffic, commercial, recreational, and industrial noise.The following section describes the existing noise environment and identifies the primary noise sources in the vicinity of the project site.

Existing Traffic Noise. Motor vehicles with their distinctive noise characteristics are a major source of noise in the city.The amount of noise varies according to many factors, such as volume of traffic, vehicle mix(percentage of cars and trucks), average traffic speed, and distance from the observer.

Traffic noise depends primarily on traffic speed (high-frequency tire noise increases with speed) and the proportion of truck traffic,which generates engine, exhaust, and wind noise.The proximity of freeways and major streets, and the large amount of truck traffic serving commercial uses in the area make the city susceptible to traffic noise.Traffic noise at the project site is primarily associated with vehicle traffic on North Campus Avenue, East 16th Street, East 15th Street, and East 14th Street.

The Federal Highway Administration (FHWA) Highway Traffic Noise Prediction Model (FHWA RD-77- 108) was used to evaluate traffic-related noise conditions along roadway segments in the project vicinity.This model requires various parameters, including traffic volumes, vehicle mix,vehicle speed, and roadway geometry,to compute typical equivalent noise levels during daytime, evening, and nighttime hours.The resulting noise levels are weighted and summed over 24-hour periods to determine the CNEL values.The existing average daily traffic (ADT) volumes were obtained from the Traffic Impact Analysis prepared for the proposed project.'A standard vehicle mix for Southern California roadways was used for passenger automotive vehicles on roadways.

Table 4.6.B lists the existing traffic noise levels for roadways within the Project vicinity.These noise levels represent the worst-case scenario, which assumes that no shielding is provided between the traffic and the location where the noise contours are drawn.

Table 4.6.B: Existing Traffic Noise Contours
CNEL at nearest Centerline Centerline to Centerline to Roadway Segment Average receiving land to 70 dBA 65 dBA CNEL 60 dBA CNEL Daily Traffic use(dBA) CNEL(ft) (ft) (ft) Campus Avenue North of 16th St 20,900 69.8 RW 92 198 Campus Avenue South of 16th St 20,354 69.7 RW _ 90 194 Campus Avenue North of 4th St 19,427 69.5 RW 87 188 Campus Avenue South of 14th St 16,608 68.8 RW 79 170 16th Street West of Campus Ave 22,614 71.4 RW 118 253 16th Street East Campus Ave 23,465 71.6 RW 121 260 15th Street West of Campus Ave 2,870 61.1 RW RW RW 15th Street East of Campus Ave 100 43.1 RW RW RW 15th Street West of Grove Ave 127 44.1 RW RW RW 14th Street West of Campus Ave 3,581 62.1 RW RW RW Source:Table 6,Villa Serena Noise Assessment(Urban Crossroads 2024b). ft=feet
RW=location of the respective noise contour falls within the right-of-way of the road 3 Urban Crossroads.2022. Villa Serena Traffic Impact Analysis. October. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.6 Noise and Vibration.docx«10/14/24» 4.6-5

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Existing Commercial Noise. Commercial activity from the Drydock Depot boat storage facility to the southwest of the project site is a major noise source at the project site.Truck access,vehicles parking, loading/unloading activities, loudspeaker announcements, and equipment operation are all associated with this site.

Existing Recreational Noise. Recreational uses within Upland include golf courses and city and regional parks. Noise from the Upland Hills Country Club, such as vehicle-related noise and loudspeaker announcements, immediately north of the project site is audible and contributes to noise levels in the vicinity.

Existing Industrial Noise. Southern California Edison's Padua Substation is located northwest of the project site. Noise from the substation, such as ground-level and rooftop mechanical equipment, are audible and contribute to noise levels in the vicinity.

Existing Aircraft Noise.The nearest airport to the project site is Cable Airport, which is located approximately 2.6 miles west. Based on the Cable Airport Land Use Compatibility Plan (ALUCP), the project site is located outside of the airport's compatibility zones, airspace protection zones, allowable object height zones, and noise impact areas.

Existing Sensitive Land Uses. Certain land uses are considered more sensitive to noise than others.

Examples of these include residential areas,transient lodging, educational facilities, hospitals, childcare facilities, and senior housing. The project site is bordered by residential uses to the south, east, and west, which would be considered sensitive land uses.The nearest residential uses to the project site are single-family uses immediately south of the project site along 15th Street. Figure

4.6-2 identifies the locations of the ambient noise monitoring locations and 10 modeled noise receivers.

Ambient Noise Level Monitoring.To assess the existing noise conditions, 24-hour noise level measurements were conducted at five locations in the vicinity of the project site (shown in Exhibit C of the Noise Assessment).The receiver locations were selected to describe and document the existing noise environment within the vicinity of the project site.The long-term noise level measurements were positioned as close to the nearest sensitive receiver locations as possible to assess the existing ambient hourly noise levels surrounding the project site.Table 4.6.0 summarizes the existing ambient noise level measurements of the project study area for both daytime and nighttime.

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Table 4.6.C: Ambient Noise Level Measurements
Location Energy Average Noise
Description Level(dBA Leq)
No.

Daytime Nighttime
L1 Located north of the Project site near single-family residence at 1168 Upland Hills 47.2 42.5 Drive South.

L2 Located east of the Project site near single-family residence at 8269 Calle Del 43.6 39.3 Prado.

L3 Located south of the Project site near single-family residence at 1335 East 15th 47.2 40.6 Street. I
L4 Located south of the Project site near single-family residence at 1497 Fernando 45.7 41.0 Avenue.

L5 Located west of the Project site near single-family residence at 1520 North I 42.6 38.5 Himalayas Circle.

Source:Table 12,Villa Serena Noise Assessment(Urban Crossroads 2024b). dBA=A-weighted decibels
Leg=equivalent continuous sound level

4.6.1.4 Regulatory Framework
The following section provides brief discussions of the federal and local regulatory framework related to noise.

Federal Transit Administration.The City of Upland does not identify specific vibration level limits and instead relies on the Federal Transit Administration (FTA) methodology consistent with the City of Upland General Plan Final Program EIR.The FTA Transit Noise and Vibration Impact Assessment methodology provides guidelines for the maximum-acceptable vibration criteria for different types of land uses.These guidelines allow 90 VdB for industrial (workshop) use, 84 VdB for office use, and 78 VdB for daytime residential uses and 72 VdB for nighttime uses in buildings where people normally sleep.4
City of Upland Safety Element. The Safety Element of the City's General Plan lists the goals and policies required to meet the City's noise-related goals.The following lists the applicable goals and policies for the project:

Goal SAF-1: Upland is protected from interior and exterior noise levels that cause harm to safety, health,and well-being.

Policy SAF-1.1: Require noise mitigation for all developments where the projected exterior noise levels exceed those shown in Table SAF-1,to the extent feasible.' 4 U.S. Department of Transportation, Federal Transit Administration. 2018.Transit Noise and Vibration Impact Assessment Manual.September.
' Table SAF-1 in the City's Safety Element identifies Low Density Residential land uses cannot exceed the maximum exterior noise standard of 60 dBA.
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Policy SAF-1.2: Require noise mitigation for all development that increases existing noise levels by more than the allowable increment shown in Table SAF-4,to the extent feasible.'
Policy SAF-1.3: Require new development to include noise mitigation to assure acceptable interior noise levels appropriate to the land use type:45 dBA Ldn for residential,transient lodgings, hospitals, nursing homes, and other uses where people normally sleep; and 45 dBA Ldn (peak hour)for office buildings and similar uses.

Policy SAF-1.4: Prevent noise-sensitive land uses(schools, medical centers and hospitals,senior centers,and residences)from locating in areas with noise levels that exceed those considered normally acceptable for each land use unless measures can be implemented to reduce noise to acceptable levels.

Policy SAF-1.5: Require a noise impact study to evaluate impacts of projects that may exceed 65 Ldn as part of the design review process.

Policy SAF-1.7: Require measures that attenuate exterior and/or interior noise levels to acceptable levels to be incorporated into all development projects where current and/or future outdoor noise levels may be unacceptable. Require noise reduction features,the focus of which shall be on site design techniques,so long as they do not conflict with the goals of the Community Character Element.

Policy SAF-1.11: Require construction projects to adhere to the City's construction hours and incorporate measures to minimize impacts.

City of Upland Municipal Code. Chapter 9.40: Unnecessary Noise, of the City of Upland Municipal Code, establishes noise level standards for various land use categories affected by stationary noise sources and not noise from mobile sources or aircraft.

Section 9.40.040 of the City's Municipal Code dictates the commencement of all ambient noise measurements in decibels within the respective times as zones per zoning use. For residential zone use, a measurement starting at 45 decibels must occur between 10:00 p.m. and 7:00 a.m., and a measurement starting at 55 decibels must occur between 7:00 a.m. and 10:00 p.m.

Section 9.40.070 of the City's Municipal Code mandates that exterior residential noise levels shall not exceed specified duration periods per noise level.
• At base ambient noise level (BANL), 30 minutes in any hour shall not be exceeded. • At 5 dBA above BANL, 15 minutes in any hour shall not be exceeded. • At 10 dBA above BANL, 5 minutes in any hour shall not be exceeded. • At 15 dBA above BANL, 1 minute in any hour shall not be exceeded. • At 20 dBA above BANL, no duration is permitted.
6 Table SAF-4 in the City's Safety Element identifies residential noise increment increase of 45 Ldn(8 increments)to 80 Ldn(0 increments).

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Section 9.40.100(E) of the City's Municipal Code states that it is unlawful for any person to operate any machinery, equipment, device, pump,fan, compressor, air conditioning apparatus, or any similar mechanical device in any manner so as to create any noise which would cause the noise level at the property line of any property to exceed the ambient noise base level by 5 dBA.

Section 9.40.100(F) of the City's Municipal Code states that it is unlawful for any person to operate any motor vehicle within the city that, due to the nature of the operation of the vehicle, or due to the operating condition of the vehicle, or due to any modification made to the vehicle, generates noise so that a reasonable person is caused discomfort or annoyance.

Section 9.40.100(M) of the City's Municipal Code states that it is unlawful for any person to engage in the erection, excavation, demolition, alteration, or repair of any building other than between the hours of 7:00 a.m. and 6:00 p.m. on weekdays, except in case of urgent necessity in the interest of public health and safety, and then only with a permit from the building inspector.

Section 9.40.100(0) of the City's Municipal Code states that it is unlawful for any person to operate between the hours of 10:00 p.m. and 7:00 a.m. any steam shovel, pneumatic hammer, derrick, steam or electric hoist or other appliance, the use of which is attended by loud or unusual noise.

4.6.2 Impacts and Mitigation Measures
This section provides an assessment of the potential impacts related to noise that could result from implementation of the proposed project.The section begins with significance criteria,which establish the thresholds for determining whether an impact is significant.The latter part of this section presents potential impacts associated with implementation of the proposed project and identifies applicable mitigation measures, as appropriate.

4.6.2.1 Significance Criteria
The following thresholds of significance were adapted from Appendix G of the CEQA Guidelines.

Based on these thresholds, implementation of the proposed project would have a significant impact related to noise if it would:

Threshold NOI-1: Generate a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies.

Threshold NOI-2: Generate excessive groundborne vibration or groundborne noise levels.

Threshold NOI-3: Expose people residing or working in the project area to excessive noise levels from a private airstrip or an airport with a land use plan or,where such a plan has not been adopted,within 2 miles of a public airport or public use airport.

Table SAF-4 from the City's General Plan Safety Element outlines the allowable noise exposure increases. Consistent with the City of Upland General Plan Safety Element, the 24-hour CNEL level is used to assess land use compatibility with transportation related noise sources. CNEL does not \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.6 Noise and Vibration.docx«10/14/24» 4.6-11

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represent the actual sound level heard at any time, but rather represents the total sound exposure.

These allowable noise exposures increase levels,which are used as the significance thresholds for Threshold NOI-1, are presented in Table 4.6.D.

4.6.2.2 Project Impacts
The following section discusses the potential noise impacts associated with implementation of the proposed project. Under CEQA, consideration must be given to the magnitude of the increase,the existing ambient noise levels, and the locations of noise-sensitive receivers to determine if a noise increase represents a significant adverse environmental impact.This approach recognizes that there is no single noise increase that renders the noise impact significant/The City of Upland General Plan Safety Element Table SAF-4 Exterior Incremental Noise Impact Standards for Noise Sensitive Use outlines the allowable noise exposure increases that are derived from the FTA Transit Noise and Vibration Impact Assessment Manual. To describe the amount to which a given noise level increase is considered acceptable,the FTA criteria (see Table 4.6.G) are used to evaluate the incremental noise level increase and to establish a method for comparing future project noise with existing ambient conditions under Threshold NOI-1.As established in Table 4.6.D, the amount to which a given noise level increase is considered acceptable is reduced, based on existing ambient noise conditions.

Table 4.6.D: Allowable Noise Exposure Levels
Analysis Conditions Significance Criteria
Daytime Nighttime
If ambient is _8 dBA CNEL Project increase
If ambient is 50-55 dBA CNEL >_5 dBA CNEL Project increase If ambient is 55-60 dBA CNEL >_3 dBA CNEL Project increase Off Site Traffic If ambient is 60-65 dBA CNEL >_2 dBA CNEL Project increase If ambient is 65-75 dBA CNEL _ >_1 dBA CNEL Project increase If ambient is>75 dBA CNEL 0 dBA CNEL Project increase Source:Table 1,Villa Serena Noise Assessment(Urban Crossroads 2024b).

Threshold NOI-1: Increase in Noise Levels.The following describes the short-term construction and long-term operational noise impacts of the proposed project. As discussed,these construction impacts would be less than significant with mitigation incorporated. Operational impacts would be less than significant, requiring no mitigation.

Short-Term (Construction)Noise Impacts. Project construction would result in short-term noise impacts on the nearby sensitive receptors. Construction is undertaken in discrete steps, each of which has its own mix of equipment and, consequently, its own noise characteristics.These various sequential phases change the character of the noise generated on a project site.

Therefore,the noise levels vary as construction progresses. Despite the variety in the type and size of construction equipment, similarities in the dominant noise sources and patterns of operation allow construction-related noise ranges to be categorized by work phase.Table 4.6.E lists the maximum noise levels (Lax) recommended for noise impact assessments for typical Gray v. County of Madera, F053661. 167 Cal.App.4th 1099.

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construction equipment included in the FHWA Highway Construction Noise Handbook' based on a distance of 50 feet between the equipment and a noise receptor.

Construction-related short-term noise levels would be higher than existing ambient noise levels currently in the project area but would no longer occur once construction of the project has been completed.

Two types of short-term noise impacts could occur during construction of the proposed project.

The first type involves construction crew commutes and the transport of construction equipment and materials to the site, which would incrementally increase noise levels on roads leading to the site. As shown in Table 4.6.E,there would be a relatively high single-event noise exposure potential at a maximum level of 84 dBA Lmax with trucks passing at 50 feet.

Table 4.6.E: Typical Construction Equipment Noise Levels Acoustical Usage Maximum Noise Level
Equipment Description Factors (Lmax)at 50 ft2
Backhoe 40 80
Compactor(ground) 20 80
Compressor 40 80
Crane 16 85
Dozer 40 85
Dump Truck 40 84
Excavator 40 85
Flatbed Truck 40 84
Forklift 20 85
Front-End Loader 40 80
Grader 40 85
Impact Pile Driver 20 95
Jackhammer 20 85
Pickup Truck 40 55
Pneumatic Tools 50 85
Pump 50 77
Rock Drill 20 85
Roller 20 85
Scraper 40 85
Tractor 40 84
Welder 40 73
Source:Table 9.1,FHWA Highway Construction Noise Handbook(FHWA 2006).

Note:The noise levels reported in this table are rounded to the nearest whole number.

Usage factor is the percentage of time during a construction noise operation that a piece of construction equipment is operating at full power.
2 Maximum noise levels were developed based on Spec 721.560 from the CA/T program to be consistent with the City of Boston,Massachusetts,Noise Code for the"Big Dig"project.

CA/T=Central Artery/Tunnel ft=feet
FHWA=Federal Highway Administration L,„,,=maximum instantaneous noise level 8 FHWA.2006. FHWA Highway Construction Noise Handbook. Roadway Construction Noise Model, FHWA HEP-06-015. DOT-VNTSC-FHWA-06-02. NTIS No. PB2006-109012.August. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.6 Noise and Vibration.docx«10/14/24» 4.6-13

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Table 4.6.E lists the maximum noise levels recommended for noise impact assessments for typical construction equipment based on a distance of 50 feet between the construction equipment and a noise receptor.Typical operating cycles for these types of construction equipment may involve 1-2 minutes of full power operation followed by 3-4 minutes at lower power settings.

To evaluate whether the proposed project would generate potentially significant short-term noise levels at the nearest receptors, a construction-related daytime noise level threshold of 80 dBA Leq is used as a reasonable threshold to assess the daytime construction noise level impacts.

Table 4.6.F shows the receiver locations and highest construction noise level at each location.As shown in Table 4.6.F,the construction noise levels are expected to range from 50.7 to 63.6 dBA Leq at the nearby receiver locations and will not exceed the reasonable daytime 80 dBA Leq significance threshold.

Table 4.6.F: Construction Noise Level Compliance
Construction Noise Levels(dBA Leq)
Receiver Location' Highest Construction Threshold Threshold Noise Levels2 Exceeded?
R1 55.0 80 No
R2 56.6 80 No
R3 50.7 80 No
R4 53.6 80 No
R5 61.6 80 No
R6 63.6 80 No
R7 56.8 80 No
R8 59.2 80 No
R9 55.9 80 No
R10 60.5 80 No
Source:Table 16,Villa Serena Noise Assessment(Urban Crossroads 2024b).

Construction noise source and receiver locations are shown on Exhibit F in the Noise Assessment. 2 Highest construction noise level calculations based on distance from the construction noise source activity to the nearest receiver locations.

Although construction equipment noise levels themselves would not exceed the established significance threshold,the noise level increase compared to the existing ambient conditions must be considered under Threshold NOI-1. In California a substantial noise increase occurs when the project's predicted noise level exceeds the existing ambient noise level by 12 dBA or more.'The use of 12 dB was established based on the concept that a 10 dB increase generally is perceived as a doubling of loudness.Therefore, if the project-related construction noise levels generate a temporary noise level increase above the existing ambient noise levels of up to 12 dBA Leq,then the project construction noise level increases would be considered a potentially significant impact.
9 Page 3-2.California Department of Transportation.Traffic Noise Analysis Protocol.April 2020.

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To describe the temporary construction noise level contributions to the existing ambient noise environment, construction noise levels were combined with the existing ambient noise level measurements.The difference between the combined construction and ambient noise levels is used to describe the construction noise level contributions.Table 4.6.G presents temporary noise level increases that would be experienced at sensitive receiver locations when project construction-source noise is added to the ambient daytime conditions.

Table 4.6.G: Construction Daytime Noise Level Increases Reference Combined Increase
Receiver Highest Construction Measurement Project Increase Location' Noise Levels' Location; Ambient Noise Project and Increases Criteria Criteria Levels' Ambient' Exceeded?
1 R1 55.0 L1 47.2 55.7 8.5 12 No R2 56.6 L1 47.2 57.1 9.9 12 No
R3 50.7 L2 43.6 51.5 7.9 12 No
R4 53.6 L2 43.6 54.0 10.4 12 No
R5 61.6 L3 47.2 61.8 14.6 12 Yes
R6 63.6 L3 47.2 63.7 16.5 12 Yes
R7 56.8 L3 47.2 57.3 10.1 12 No
R8 59.2 L4 45.7 59.4 13.7 12 Yes
R9 55.9 L5 42.6 56.1 13.5 12 Yes
R10 60.5 L5 42.6 60.6 18.0 12 Yes
Source:Table 17,Villa Serena Noise Assessment(Urban Crossroads 2024b). 1 See Figure 4.6-2.
2 Per Table 4.6.1.
3 Locations per Table 4.6.D and Figure 4.6-2.
4 Represents the combined ambient plus project activities. 5 The noise level increase with the addition of proposed construction activities. dBA=A-weighted decibels
Leq=equivalent noise level
Construction will not take place at night;therefore, only daytime noise level increases were calculated.As provided in Table 4.6.G, construction activities result in noise level increases ranging from 7.9 (R3)to 18.0 dBA (R10) Leq during the daytime hours, with five receptors (R5, R6, R8, R9 and R10) registering noise level increase in excess of 12 dBA Leq;therefore,the unmitigated construction noise level increase at these receptors is a potentially significant impact requiring mitigation.

A temporary noise barrier with a height between 8 and 12 feet located between construction areas and sensitive receptors would attenuate noise so that noise level increases would not exceed the 12 dBA Leq threshold.The temporary noise barriers are required as follows:
• R5: 8-foot temporary noise barrier along southern project boundary and receiver • R6: 8-foot temporary noise barrier along southern project boundary • R8: 8-foot temporary noise barrier between 15th Street and the receiver • R9: 8-foot temporary noise barrier between 15th Street extension and receiver • R10: 12-foot temporary noise barrier between western project boundary and receiver \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.6 Noise and Vibration.docx«10/14/24» 4.6-15

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The locations and heights of the temporary noise barriers required to reduce construction noise levels at the impacted receptors are further detailed in Figure 4.6-3. Mitigation Measure NOI-1 requires the installation the necessary temporary noise barrier,while Mitigation Measures NOI-2 through NOI-8 establish when and how construction equipment/staff operate.

Mitigation Measure NOI-1 Temporary Sound Barrier. Prior to the initiation of ground disturbance or construction activities, the applicant shall provide evidence to the City that required temporary sound barrier(s) have been installed.The temporary noise barrier(s) shall be sized and located as identified in Figure 4.6-3 of the Draft EIR (or Exhibit G of the Noise Assessment). The following apply to any temporary sound barrier(s) installed:
• The noise barrier(s) shall have a solid face from top to bottom. • The temporary noise barrier(s) shall provide a minimum transmission loss of 20 dBA(Federal Highway Administration, Noise Barrier Design Handbook).The noise barrier(s) shall be constructed using an acoustical blanket (e.g.,vinyl acoustic curtain or quilted blankets) attached to the construction site perimeter fence or equivalent temporary fence posts.
• The temporary noise barrier(s) shall be maintained throughout grading and construction activity and any damage shall be promptly repaired. Gaps, holes, or weaknesses in the barrier(s) or openings between the barrier(s) shall be promptly repaired. • The temporary noise barrier(s) and associated elements shall be completely removed, and the area of installation shall be restored to pre-installation condition upon the conclusion of grading and construction activity.

Mitigation Measure NOI-2 All construction activities shall comply with Section 09.40.100(M) of the Upland Municipal Code limiting construction activity to the hours between 7:00 a.m. and 6:00 p.m. on weekdays.

Mitigation Measure NOI-3 Construction contractors shall equip all construction equipment, fixed or mobile,with properly operating and maintained mufflers, consistent with manufacturer's standards.

Mitigation Measure NOI-4 All stationary construction equipment shall be placed in such a manner so that emitted noise is directed away from the nearest sensitive receiver.

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-Project Site Boundary CA -Receptor Locations
-Residential Development Area I■13■! -Temporary Noise Barrier with Height(in feet) N -Conservation Area
-Modified Basin
0 312.5 625 -15th St Extension and Public Improvements Villa Serena Specific Plan FEET
SOURCE:Google Earth,2023 Temporary Noise Barrier Locations/Heights

I:\TCI2201\G\Temp_Noise_Barriers.ai (10/10/2024)

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Mitigation Measure NOI-5 Construction equipment staging areas shall located in a manner so that emitted noise is directed away from the nearest sensitive receiver.

Mitigation Measure NOI-6 The Construction Contractor shall limit equipment and material delivers to the hours specified in Section 09.40.100(M) of the Upland Municipal Code.

Mitigation Measure NOI-7 Electrically powered air compressors and similar power tools shall be used, when feasible, in place of diesel equipment.

Mitigation Measure NOI-8 No music or electronically reinforced speech from construction staff shall be permitted.

As detailed in Table 4.6.H, with installation of temporary noise barrier, noise levels at the nearest noise sensitive receiver locations are expected to range from 50.7 to 58.1 dBA Leq.The mitigated construction noise levels would range from 7.9 to 11.2 dBA Leq and would not exceed the 12 dBA Leq noise level increase significance threshold. With the implementation of Mitigation Measures NOI-1 through NOI-8, impacts related to construction noise level increase would be less than significant.

Table 4.6.H: Construction Daytime Noise Level Increases-Mitigated Reference Combined Increase
Receiver Highest Construction Measurement Project Increase Location' Noise Levels!' Location; Ambient Noise Project and Increases Criteria Criteria Levels' Ambient" Exceeded?
R1 55.0 L1 47.2 55.7 8.5 12 No
R2 56.6 Ll 47.2 57.1 9.9 12 No
R3 50.7 L2 43.6 51.5 7.9 12 No
R4 53.6 L2 43.6 54.0 10.4 12 No
R5 53.3 L3 47.2 55.9 8.7 12 No
R6 58.1 L3 47.2 58.4 11.2 12 No
R7 56.8 L3 47.2 57.3 10.1 12 No
R8 56.6 L4 45.7 56.9 11.2 12 No
R9 53.3 L5 42.6 53.7 11.1 12 No
R10 52.2 L5 42.6 52.7 10.1 12 No
Source:Table 18,Villa Serena Noise Assessment(Urban Crossroads 2024b). 1 See Figure 4.6-2
2 Per Appendix H,Villa Serena Noise Assessment.
3 Locations per Table 4.6.D and Figure 4.6-2.

Represents the combined ambient plus project activities. s The mitigated noise level increase with the installation temporary noise barriers. dBA=A-weighted decibels
Leq=equivalent noise level
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L SA VILLA SERENA SPECIFIC PLAN PROJECT UPLAND,CALIFORNIA RECIRCULATED DRAFT ENVIRONMENTAL IMPACT REPORT OCTOBER 2024
Operational Noise Impacts. The project would generate long-term noise impacts from traffic, stationary, and other operational noise sources, as discussed below.

Traffic Noise Impact. Motor vehicles with their distinctive noise characteristics are the dominant noise source in the project vicinity. The amount of noise varies according to many factors, such as volume of traffic,vehicle mix(percentage of cars and trucks), average traffic speed, and distance from the observer.

The FHWA Highway Traffic Noise Prediction Model (FHWA RD-77-108) was used to evaluate traffic-related noise conditions along street segments in the project vicinity.This model requires various parameters, including traffic volumes, vehicle mix,vehicle speed, and roadway geometry, to compute typical equivalent noise levels during daytime, evening, and nighttime hours. As shown in Table 4.6.1, under existing plus project conditions, the proposed project's off-site traffic noise level increases range from 0 to 7.8 dBA on study area roadway segments.

Table 4.6.1: Existing with Project Traffic Noise Level Increase CNEL at Receiving Land Use Incremental Noise Level
Road Segment (dBA)1 Increase Threshold
No With Project 2
Project Project Addition Limit Exceeded?
Campus Avenue North of 16th Street. 69.8 69.8 0.0 1 No Campus Avenue South of 16th Street 69.7 69.7 0.0 1 No Campus Avenue North of 14th Street 69.5 69.5 0.0 1 No Campus Avenue South of 14th Street 68.8 68.8 0.0 1 No 16th Street West of Campus Avenue 71.4 71.4 0.0 1 No 16th Street East of Campus Avenue 71.6 71.6 0.0 1 No 15th Street West of Campus Avenue 61.1 61.2 0.1 2 No 15th Street East of Campus Avenue 43.1 50.9 7.8 8 No 15th Street West of Grove Avenue 44.1 46.5 2.4 8 No 14th Street West of Campus Avenue 62.1 62.2 0.1 2 No Source:Table 10,Villa Serena Noise Assessment(Urban Crossroads 2024b). ' The CNEL is calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use. 2 City of Upland General Plan Table SAF-4(see Table 4.6.D).

As shown in Table 4.6.J, under cumulative plus project conditions, the proposed project's off-site traffic noise level increases range from 0 to 7.7 dBA CNEL. Based on the significance criteria for off-site traffic noise, land uses adjacent to the study area roadway segments would experience less than significant noise level increases on receiving land uses due to the project-related traffic under both existing and cumulative conditions;therefore,traffic noise impacts are less than significant, and no mitigation is warranted.

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Table 4.6.J: Cumulative with Project Traffic Noise Level Increase CNEL at Receiving Land Use(dBA) Incremental Noise Level Road Segment Increase Threshold
Without With Project3 Project Limit4 Exceeded? Project' Addition
Campus Avenue North of 16th Street 70.2 70.2 0.0 1 No Campus Avenue South of 16th Street 70.2 70.2 0.0 1 No Campus Avenue North of 14th Street. 70.1 70.1 0.0 1 No Campus Avenue South of 14th Street 69.5 69.5 0.0 1 No 16th Street West of Campus Avenue 71.7 71.7 0.0 1 No 16th Street East of Campus Avenue 71.9 71.9 0.0 1 No 15th Street West of Campus Avenue 61.8 61.8 0.0 2 No 15th Street East of Campus Avenue 43.3 51.0 7.7 8 No 15th Street West of Grove Avenue 44.4 46.6 2.2 8 No 14th Street West of Campus Avenue. 62.7 62.8 0.1 2 No Source Tables 8 and 9,Villa Serena Noise Assessment(Urban Crossroads 2024b).

1.The CNEL is calculated at the boundary of the right-of-way of each roadway and the property line of the receiving land use.

2.Per Table 8,Villa Serena Noise Assessment

3.Per Table 9. Villa Serena Noise Assessment

4.City of Upland General Plan Table SAF-4(see Table 4.6.D).

Operational Project Site Noise Impacts.To estimate the project operational noise impacts, reference sound power levels were collected from similar types of activities to represent the noise levels expected with the development of the proposed project.The reference project operational sound power noise levels include air conditioner condenser units (73 dBA for Bryant 124ANS Series 5-Ton Air Conditioner Unit), and background outdoor activity (75 dBA based on reference outdoor noise level measurements).The type and location of operational noise sources is detailed in Figure 4.6-4.

Using the reference noise levels to represent the proposed project operations that include residential air conditioning units and other background activity,the project-related noise level increases that would be experienced at each of the sensitive receiver locations were calculated.As shown in Table 4.6.K, with the planned 6-foot-high wall perimeter wall, daytime project-related noise at the off-site receiver locations range from 30.9 to 51.3 dBA Leq and nighttime noise levels would range from 19.6 to 36.2 dBA Leq.It should be noted that the operational noise analysis includes all 66 air conditioning units and outdoor activities all operating simultaneously. In real world operating conditions,the air conditioning units will cycle on and off throughout the day and night. Therefore,the noise levels presented below conservatively overstate the project operational noise levels.

To analyze the project operational noise level increase, the project operational noise levels were combined with the existing ambient noise level measurements for the nearby receiver locations potentially impacted by the proposed project.The project-generated noise levels increases are determined by comparing the difference between the project and ambient noise levels. As shown in Table 4.6.L,the proposed project would generate daytime operational noise level increases ranging from 0.2 to 5.5 dBA Leq at the sensitive receptor locations and would not exceed the 8 dBA increase significance criterion; therefore, daytime operational noise increases would be less than significant. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.6 Noise and Vibration.docx«10/14/24» 4.6-21

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'• _:1 -Project Site Boundary
-Residential Development Area
El -Air Conditioning Unit
* -Background Outdoor Activity Area
-Pool Spa Activity Villa Serena Specific Plan NO SCALE ® -Planned 6-Foot High Wall
SOURCE: Type and Location of Operational Noise Sources I:\TCI2201\G\Op_Noise_Sources.ai (10/10/2024) Page 1005 of 3744

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Table 4.6.K: Project Operational Noise Levels
Receiver Project Operational Noise Noise Level Standards Noise Level Standards(dBA Ley)
Levels(dBA Leg) Exceeded?
Location
Daytime Nighttime Daytime Nighttime Daytime Nighttime
R1 43.8 34.1 55 45 No No R2 50.0 35.3 55 45 No No R3 30.9 19.6 55 45 No No R4 35.9 20.6 55 45 No No R5 44.6 33.6 55 45 No No R6 51.3 36.2 55 45 No No R7 46.7 33.6 55 45 No No R8 43.3 30.0 55 45 No No R9 32.9 21.6 55 45 No No R10 45.2 31.4 55 45 No No Source:Table 13,Villa Serena Noise Assessment(Urban Crossroads 2024b).

Table 4.6.L: Daytime Project Operational Noise Level Increases Total Project Reference Combined Increase Receiver Operational Ambient Project and Project Increase Criteria Location Increase Criteria
Noise Level Noise Levels Ambient Exceeded? R1 43.8 47.2 48.8 1.6 8 No
R2 50.0 47.2 51.8 4.6 8 No
R3 30.9 43.6 43.8 0.2 8 No
R4 35.9 43.6 44.3 0.7 8 No
R5 44.6 47.2 49.1 1.9 8 No
R6 51.3 47.2 52.7 5.5 8 No
R7 46.7 47.2 50.0 2.8 8 No
R8 43.3 45.7 47.7 2.0 8 No
R9 32.9 42.6 43.0 0.4 8 No
R10 45.2 42.6 47.1 4.5 8 No
Source:Table 14,Villa Serena Noise Assessment(Urban Crossroads 2024b).

As established in Table 4.6.M,the proposed project would generate nighttime operational noise level increases ranging from 0 to 1.3 dBA Leq at the receiver locations and would not exceed the 8 dBA increase significance criterion; therefore, nighttime operational noise increases would be less than significant.

The proposed project would not exceed the allowable operational noise level (Table 4.6.K) or result in a daytime or nighttime noise level increase greater in excess of the established standard (Tables 4.6.L and 4.6.M); therefore, operational noise impacts are less than significant, and no mitigation is warranted.
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L SA VILLA SERENA SPECIFIC PLAN PROJECT UPLAND,CALIFORNIA RECIRCULATED DRAFT ENVIRONMENTAL IMPACT REPORT OCTOBER 2024
Table 4.6.M: Nighttime Project Operational Noise Level Increases Total Project Reference Combined Increase Receiver Operational Ambient Project and Project Increase Criteria Location Increase Criteria
Noise Level Noise Levels Ambient Exceeded? R1 34.1 42.5 43.1 0.6 8 No
R2 35.3 42.5 43.3 0.8 8 No _ R3 19.6 39.3 39.3 0.0 8 No _ R4 20.6 39.3 39.4 0.1 8 No
R5 33.6 40.6 41.4 0.8 8 No
R6 36.2 40.6 41.9 1.3 8 No _ R7 33.6 40.6 41.4 0.8 8 No
R8 30.0 41.0 41.3 0.3 8 No
R9 21.6 38.5 38.6 0.1 8 No
R10 31.4 38.5 39.3 0.8 8 No
Source:Table 15,Villa Serena Noise Assessment(Urban Crossroads 2024b).

Threshold NOI-2:Vibration.Vibration refers to ground-borne noise and perceptible motion. Ground borne vibration is almost exclusively a concern inside buildings and is rarely perceived as a problem outdoors.Vibration energy propagates from a source,through intervening soil and rock layers, to the foundations of nearby buildings.Although vibration from vehicular traffic is rarely perceptible, construction has the potential to result in varying degrees of temporary ground vibration, depending on the specific construction activities and equipment used. The vibration then propagates from the foundation throughout the remainder of the structure. Building vibration may be perceived by the occupants as the motion of building surfaces, rattling of items on shelves or hanging on walls, or as a low-frequency rumbling noise.The rumbling noise is caused by the vibrating walls, floors, and ceilings radiating sound waves.

Ground-borne vibration levels resulting from typical construction activities occurring within the Project site were estimated by data published by the FTA.Table 4.6.N identifies the anticipated vibration levels resulting from typical construction equipment.

Table 4.6.N: Vibration Source Levels for Typical
Construction Equipment
Equipment Vibration Decibels(VdB)at 25 feet
Small bulldozer 58
Jackhammer 79
Loaded Trucks 86
Large bulldozer 87
Source:Table 19,Villa Serena Noise Assessment(Urban Crossroads 2024b).

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The City of Upland does not identify specific vibration level limits and instead relies on the FTA methodology, which identifies the following thresholds:lo • 90 VdB for industrial (workshop) use;
• 84 VdB for office use; and
• 78 VdB and 72 VdB for residential daytime and nighttime use in buildings where people normally sleep.

Short-Term Construction Vibration Impacts. In general, ground-borne vibration from standard construction practices would result in impacts when construction takes place within 25 feet of sensitive structures. Ground-borne vibration levels from construction activities very rarely reach levels that can damage structures; however,these levels are perceptible near the active construction site. With the exception of older buildings built prior to the 1950s or buildings of historic significance, potential structural damage from heavy construction activities rarely occurs.

When roadways are smooth,vibration from traffic (even heavy trucks) is rarely perceptible The streets surrounding the project area are paved, smooth, and unlikely to cause significant ground- borne vibration. In addition,the rubber tires and suspension systems of buses and other on-road vehicles make it unusual for on-road vehicles to cause ground-borne vibration problems. It is, therefore, assumed that no such vehicular vibration impacts would occur and,therefore, no vibration impact analysis of on-road vehicles is necessary.Additionally, once constructed, the proposed project would not contain uses that would generate ground-borne vibration.

This construction vibration impact analysis discusses the level of human annoyance using vibration levels in vibration velocity decibels (VdB).Table 4.6.0 details the level of vibration detectable at the adjacent receivers.

Table 4.6.0: Typical Construction Equipment Vibration Levels Distance to Receiver Vibration Level(VdB)2 Increase Receiver
i Construction Small Loaded Large Highest Threshold 3 Criteria Location Activity(feet) Bulldozer Jackhammer Trucks Bulldozer Vibration Level Exceeded? R1 187 31.8 52.8 59.8 60.8 60.8 78 No R2 144 35.2 56.2 63.2 64.2 64.2 78 No R3 179 32.4 53.4 60.4 61.4 61.4 78 No R4 51 48.7 69.7 76.7 77.7 77.7 78 No R5 27 57.0 78.0 85.0 86.0 86.0 78 Yes R6 17 63.0 84.0 91.0 92.0 92.0 78 Yes R7 59 46.8 67.8 74.78 75.8 75.8 78 No R8 28 56.5 77.5 84.5 85.5 85.5 78 Yes R9 29 56.1 77.1 84.1 85.1 85.1 78 Yes R10 12 67.6 88.6 95.6 96.6 96.6 78 Yes Source:Table 20,Villa Serena Noise Assessment(Urban Crossroads 2024b). 1 See Figure 4.6-2.
2 Per Table 4.6.N.
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L SA VILLA SERENA SPECIFIC PLAN PROJECT UPLAND,CALIFORNIA RECIRCULATED DRAFT ENVIRONMENTAL IMPACT REPORT OCTOBER 2024
Distances ranging from 12 feet to 187 feet from typical construction activities at the project site boundary would result in vibration levels estimated to range from 60.8 to 96.6 VdB and exceeding the FTA Transit Noise and Vibration Impact Assessment Manual maximum acceptable vibration criteria of 78 VdB for daytime residential uses at receivers located within 50 feet of a project site. Although the vibration levels detailed in Table 4.6.0 are unlikely to be sustained during the entire construction period, taking place only during the times that heavy construction equipment is operating adjacent to the project site perimeter,this level of vibration remains a potentially significant impact; therefore,the following mitigation measure would be required:

Mitigation Measure NOI-9: Vibration Reduction. During all construction-related activities,the project applicant shall not use large, loaded trucks or heavy mobile equipment greater than 80,000 pounds or jackhammers within 50 feet of occupied residences. Instead, small rubber-tired or alternative equipment, as well as soil compaction equipment, shall be used during project construction to reduce vibration effects on nearby structures and their occupants.The City of Upland Community Development Services Director, of their designee, shall ensure this prohibition has been included in the plan set prior to the issuance of any construction-related permits.

Implementation of Mitigation Measure NOI-9 would establish a minimum of a 50-foot buffer between any large equipment and existing residential uses.This buffer would ensure that vibration levels at surrounding residential uses would be below 78 VdB, which would reduce vibration-related impacts to a less than significant level.

Threshold NOI-3:Airport Noise.The nearest airport to the project site is Cable Airport, which is located approximately 2.6 miles west of the project site. Based on the Cable Airport Land Use Compatibility Plan (ALUCP),the project site is located outside of the airport's compatibility zones, airspace protection zones, allowable object height zones, and noise impact areas.'Therefore, the proposed project would not expose people residing or working in the Project area to excessive noise levels from aircraft-related operations. No impact would occur, and no mitigation measures are required.

4.6.3 Cumulative Impacts
The cumulative area for noise impacts is the City of Upland. Construction crew commutes and the transport of construction equipment and materials to the site for the project would incrementally increase noise levels on roadways leading to the project site. Secondary sources of noise would include noise generated during site preparation,grading, building construction, paving, and architectural coating phases of construction on the project site.The net increase in project site noise levels generated by these activities and other sources has been quantitatively estimated. 11 City of Upland. 2015h.Cable Airport Land Use Compatibility Plan.Website: https://www.uplandca.gov/ uploads/ftp/city_departments/development_services/planning/cable_airport_land_use_comp_plan/ pdfs/CCB.Front%20Body.2015-11-09.pdf(accessed June 20,2022).

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It is extremely unlikely that adjacent residential and golf course properties would generate noise that would be additive (cumulative) in nature because of two important reasons. First,the noise sources would have to be adjacent or close to one another for the noises to intermingle and become cumulative. Second,the sensitive receptor or receptors would also have to be adjacent to or close to the noise generators.Additionally, as stated in Section 3.1, the project site is surrounded by development on the north by the Upland Hills Country Club,to the south by 15th Street and residential development, and to the west by residential development. Notable adjacent land uses include the Mountain View residential gated community to the west,the Southern California Edison (SCE) Padua Substation to the northwest, and the Dry Dock Depot RV and Boat Storage to the southwest. Essentially,there are no other undeveloped or vacant properties adjacent or close to the project site where construction activities similar to the project could take place (see Figure 3.1).

As roadway and utility improvements are typically linear projects that do not generally overlap (either in location or schedule), construction noise impacts resulting from roadway and utility improvements,when considered with the proposed project, would not be cumulatively considerable. Due to the fully developed nature of existing surrounding uses, it is not likely that other construction activities generating appreciable levels of construction noise would take place at the same time adjacent to close to the project site; however, it is reasonable to conclude that each separate roadway and utility improvement project would be required to identify and mitigate noise such that exterior and interior noise levels would not exceed established City standards at any noise- sensitive use. Adherence to standard City provisions that regulate noise and implementation of project-specific mitigation for the proposed development as well as other identified cumulative projects would ensure that cumulative long-term noise impacts remain less than significant.

Operational noise resulting from occupation of the project site would be typical of that experienced in similar residential development. On-site operational noises are individual noise occurrences and are not typically additive in nature. Where perceptible, project-related daytime noise level increases (Table 4.6.L) would not rise to a level beyond the recognized threshold and would not be significant, and nighttime noise level increases would not be perceptible (Table 4.6.M); therefore, cumulative impacts relative to noise level increases would be less than significant. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.6 Noise and Vibration.docx«10/14/24» 4.6-29

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4.7 TRANSPORTATION
This section provides a discussion of the existing transportation conditions in the region, Upland, and in the vicinity of the proposed project. In addition,this section addresses potential impacts to transportation facilities resulting from construction and operation of the proposed project. This section also summarizes information provided in the Villa Serena Specific Plan Traffic Analysis (Traffic Analysis)1 and Villa Serena Vehicle Miles Traveled (VMT) Screening Evaluation2 prepared for the proposed project, which are included as Appendices G-1 and G-2, respectively.This section also incorporates data and information from the City of Upland's (City) General Plan, a review of existing resources and technical data, and applicable laws, regulations and guidelines.

Up until July 1, 2020, roadway congestion or level of service (LOS) was used as the primary metric for planning and environmental review purposes in Upland. However, Senate Bill (SB) 743 required the Governor's Office of Planning and Research (OPR)to establish a new metric for identifying and mitigating transportation impacts under the California Environmental Quality Act (CEQA) in an effort to meet the State's goals to reduce greenhouse gas (GHG) emissions, encourage infill development, and improve public health through more active transportation. CEQA Section 21099(b)(2) states that, upon certification of the revised guidelines for determining transportation impacts pursuant to CEQA Section 21099(b)(1), automobile delay, as described solely by LOS or similar measures of vehicular capacity or traffic congestion, shall not be considered a significant impact on the environment under CEQA. OPR identified VMT as the required CEQA transportation metric for determining potentially significant environmental impacts.3 In December 2018,the California Natural Resources Agency certified and adopted the State CEQA Guidelines update package, including the section implementing SB 743 (State CEQA Guidelines Section 15064.3). OPR developed the Technical Advisory on Evaluating Transportation Impacts in CEQA, which contains OPR's technical recommendations regarding assessment of VMT,thresholds of significance, and mitigation measures!'As of July 1, 2020, VMT(not LOS) is the only legally acceptable threshold for transportation-related environmental impacts pursuant to CEQA.

In accordance with SB 743, for purposes of determining potentially significant environmental impacts related to transportation, this analysis focuses only on VMT as the threshold of significance.

LOS is still used by the City's General Plan for local planning purposes; thus, LOS consistency is briefly discussed under Threshold 4.7-1 in this section. Further discussion on LOS analysis can be referenced in the project Traffic Analysis in Appendix G-1.

4.7.1 Setting
The project site is currently vacant and consists of part of the existing 15th Street flood control basin.The areas surrounding the project site include of a mix of land uses, including residential and 1 Deborah Linn Planning Consultant.2024. Villa Serena Specific Plan (Tract 20245).April 23. 2 Urban Crossroads.2022. Villa Serena Vehicle Miles Traveled(VMT)Screening Evaluation. July 20. 3 Governor's Office of Planning and Research (OPR). 2016.Revised Proposal on Updates to the CEQA Guidelines on Evaluating Transportation Impacts in CEQA, Implementing Senate Bill 743(Steinberg,2013).

January 20.
4 OPR. 2018. Technical Advisory on Evaluating Transportation Impacts in CEQA. December 18.Website:
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recreation, including the Upland Hills Country Club.The project site is bounded by West 15th Street to the south, which does not currently provide a direct connection to Campus Avenue west of the site. Smaller residential streets (i.e., Fernando Avenue and 13th Avenue) connect to 15th Street from 14th Street to the south.

4.7.1.1 Existing Transportation and Circulation System Roadway Network. Roadway classifications and planned (ultimate) roadway cross-sections within the City are identified in the City's General Plan Circulation Element. Roadways within the vicinity of the site are described below.
• 16th Street is a secondary arterial that extends east-west through Upland and also traverses the adjacent cities of Claremont and Rancho Cucamonga. It is a four-lane divided roadway with a right-of-way width of 60 feet and posted speed-limit of 45 miles per hour. Parking is not permitted on either side of this roadway. 16th Street is located 0.22 miles north of the project site.
• Campus Avenue is a secondary arterial that extends north-south from the southern city limits to 24th Street. It has one lane in each direction north of State Route (SR-) 210 and two lanes in each direction south of SR-210.The posted speed limit varies between 35 to 40 miles per hour.

Campus Avenue is 0.28 mile west of the project site.
• 15th Street and the connecting roadways south of the project site are local streets that connect to collectors and secondary arterials.They carry limited through-traffic and do not post speed limits greater than 25 miles per hour. 15th Street abuts the southern boundary of the project site.

Truck Network.The City has a specific City Ordinance (No. 1540) relating to truck routes.The ordinance defines weight restrictions, specifies the ability of trucks to enter areas not designated as truck routes, and defines truck routes within Upland.The portions of 16th Street and Campus Avenue closest to the project site allow unrestricted access (weight limit per Vehicle Code). 15th Street to the west of Campus Avenue and 14th Street restrict truck weight to five tons for access.

Pedestrian Facilities. Pedestrian facilities are composed of sidewalks, off-street pathways, marked and enhanced crosswalks (mid-block and at intersections), curb ramps, median refuges, and pedestrian scale lighting.There is no sidewalk abutting the southern project site boundary, and sidewalks only currently exist on the opposite side of 15th Street.5 The existing 15th Street sidewalk across the project site is not contiguous with the existing sidewalks at the Campus Avenue/15th Street intersection to the west.

Bicycle Facilities.The City's General Plan Circulation Element defines three types of bicycle facilities, some of which are present within the vicinity of the site:
5 Urban Crossroads.2024. Villa Serena Specific Plan(Tract 20245) Traffic Analysis. P.22. Exhibit 3-5: Existing Pedestrian Facilities.

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• Class I facilities provide a separate right-of-way, are designated for the exclusive use of bicycles and pedestrians and minimize vehicle and pedestrian crossflow.There are no Class I facilities near the project site.
• Class II facilities are lanes for bicyclists generally adjacent to the outer vehicle travel lanes.These lanes have special lane markings, pavement legends, and signage.Adjacent vehicle parking and vehicle/pedestrian crossflow are permitted where applicable. A Class II/Class III bicycle lane is maintained on 16th Street.
• Class Ill facilities are designated by signs or pavement markings for shared use with pedestrians or motor vehicles but have no separated bicycle right-of-way or lane striping. Campus Avenue is currently a Class III facility but is proposed to be upgraded to a Class II facility in the future.' Transit.Transit service in the city is provided by Omnitrans, with existing bus service along Foothill Road (SR-66) (and a portion of Campus Avenue south of Foothill Boulevard)via Omnitrans Route 66 and Route 86.The nearest Omnitrans bus stop is located at Foothill Boulevard and Campus Avenue,

0.9 mile southwest of the project site.Transit service is reviewed and updated by Omnitrans periodically to address ridership, budget, and community demand needs. Changes in land use can affect these periodic adjustments which may lead to either enhanced or reduced service where appropriate.

4.7.1.2 Analysis Scope and Methodology
Until July 1, 2020, roadway congestion or LOS was used as the primary study metric for planning and environmental review of development projects in California. However, SB 743 required the OPR to establish a new metric for identifying and mitigating transportation impacts pursuant to CEQA in an effort to meet the State's goals to reduce GHG emissions, encourage infill development, and improve public health through more active transportation. OPR identified VMT as the required CEQA transportation metric and beginning July 1, 2020,VMT(not LOS) is the only legally acceptable threshold for transportation-related environmental impacts pursuant to CEQA.

VMT is a measurement of the amount and distance that a person drives, accounting for the number of passengers within a vehicle. Many interdependent factors affect the amount and distance a person might drive. In particular,the type of built environment affects how many places a person can access within a given distance,time, and cost, using different ways of travel (e.g., private vehicle, public transit, bicycling, walking).Typically, low-density development located at great distances from other land uses and in areas with few alternatives to the private vehicle provides less access than a location with high density, mix of land uses, and numerous ways of travel.Therefore, low-density development typically generates more VMT per capita compared to a similarly sized development located in urban areas. In general, higher VMT areas are associated with more air pollution, including greenhouse gas emissions and energy usage,than lower VMT areas.VMT is 6 Urban Crossroads.2024. Villa Serena Specific Plan(Tract20245) Traffic Analysis. Pg. 21. Exhibit 3-4: City of Upland General Plan Bike Network.
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calculated by multiplying the number of trips generated by a project by the total distance of each of those trips.

Lead agencies have the discretion to set their own thresholds of significance with the goals of the reduction of greenhouse gas emissions,the development of multimodal transportation networks, and a diversity of land uses. The City of Upland has developed and adopted VMT methodologies and thresholds.'
The City's 2020 TIA Guidelines for VMT list standardized screening criteria for project-level VMT analyses that can be used to identify when a proposed land use development project would result in a less than significant impact, thereby eliminating the need to conduct a full VMT analysis. A land use project need only meet one of the screening criterions to result in a less than significant VMT impact.The City's VMT screening criteria described in its TIA Guidelines are listed below:
• Transit Priority Area (TPA) Screening
• Low VMT Area Screening
• Project Type Screening

4.7.1.3 Regulatory Framework
The following State and local transportation plans, policies, and regulations guide transportation planning in Upland.

State Regulations.This section summarizes applicable State regulations guiding transportation planning in Upland.

Senate Bill 375. As a means to achieve the Statewide emission reduction goals set by Assembly Bill 32 ("The California Global Warming Solutions Act of 2006"), SB 375 ("The Sustainable Communities and Climate Protection Act of 2008") directs the California Air Resources Board (CARB)to set regional targets for reducing GHG emissions from cars and light trucks. Using the template provided by the State's Regional Blueprint program to accomplish this goal, SB 375 seeks to align transportation and land use planning to reduce VMT through modified land use patterns.There are five basic directives of the bill: (1) creation of regional targets for GHG emissions reduction tied to land use, (2) a requirement that regional planning agencies create a sustainable communities strategy(SCS)to meet those targets (or an Alternative Planning Strategy if the strategies in the SCS would not reach the target set by CARB), (3) a requirement that regional transportation funding decisions be consistent with the SCS, (4) a requirement that the Regional Housing Needs Allocation numbers for municipal general plan housing element updates must conform to the SCS, and (5) CEQA exemptions and streamlining for projects that conform to the SCS.

Senate Bill 743. SB 743 was signed into law in 2013 and fundamentally changed the way transportation impacts under CEQA are analyzed. It required the OPR to "prepare, develop, and ' Fehr Peers.2020. City of Upland Traffic Impact Analysis Guidelines.Website: https://www.uplandca.gov/ vehicle-miles-traveled (accessed August 2023).

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transmit to the Secretary of the Natural Resources Agency for certification and adoption proposed revisions to the [CEQA] guidelines ...establishing criteria for determining the significance of transportation impacts of projects" to "promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses."
On December 28, 2018,the Natural Resources Agency adopted State CEQA Guidelines Section 15064.3, which establishes specific criteria for evaluating a project's transportation impacts and states that"vehicle miles traveled is the most appropriate measure of transportation impacts".

It gives agencies the "discretion to choose the most appropriate methodology to evaluate a project's vehicle miles traveled, including whether to express the change in absolute terms, per capita, per household or in any other measure" provided that "[a]ny assumptions used to estimate vehicle miles traveled... should be documented and explained in the environmental document prepared for the project." Section 15064.3 further states that except for certain transportation projects, "a project's effect on automobile delay shall not constitute a significant environmental impact." See Citizens for Positive Growth& Preservation v. City of Sacramento (2019) 43 Cal.App. 5th 609, 626 (holding that a general plan's impact on LOS, which effectively measures automobile delay, can no longer constitute a significant environmental impact).

Additionally, OPR issued a technical advisory memorandum in December 2018 that includes general guidance and information for lead agencies to use in implementing SB 743, including choosing VMT methodology and establishing VMT thresholds. On August 10, 2020, the City Council approved Resolution No. 6564 adopting "Vehicle Miles Traveled" Baseline and Thresholds of Significance and Guidelines for the purposes of analyzing transportation impacts under CEQA.8
Regional Regulations.This section summarizes applicable regional regulations guiding transportation planning in Upland.

Southern California Association of Governments. SCAG conducts regional planning in Orange, Los Angeles,Ventura, Riverside, San Bernardino, and Imperial counties. SCAG is also the federally designated Metropolitan Planning Organization (MPO)for these six counties. As the designated MPO, SCAG is mandated by the federal government to research and prepare plans for transportation, a growth forecast, hazardous waste, and air quality.The growth forecast serves as the foundation of these plans.

On September 3, 2020, SCAG's Regional Council unanimously voted to approve and fully adopt Connect SoCal (2020-2045 Regional Transportation Plan/Sustainable Communities Strategy).9 Connect SoCal is a long-range visioning plan that builds upon and expands land use and 8 Fehr Peers.2020. City of Upland Traffic Impact Analysis Guidelines.Website: https://www.uplandca.gov/ vehicle-miles-traveled (accessed December 20,2022).
9 Southern California Association of Governments. 2020. Connect SoCal:2020-2045 Regional Transportation Plan/Sustainable Communities Strategy of the Southern California Association of Governments.

September 3.Website: https://scag.ca.gov/read-plan-adopted-final-connect-socal-2020(accessed December 20,2022).
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transportation strategies established over several planning cycles to increase mobility options and achieve a more sustainable growth pattern. It charts a path toward a more mobile, sustainable, and prosperous region by making connections between transportation networks, between planning strategies, and between the people whose collaboration can improve the quality of life for Southern Californians, including consideration of housing-jobs balance within the region. Connect SoCal was developed through a 4-year planning process involving rigorous technical analysis, extensive stakeholder engagement, and robust policy discussions with local elected leaders, who make up SCAG's policy committees and Regional Council. SCAG's leadership explored the challenges and barriers to the transformative change the region needs to address demographic and economic shifts, including an increasingly aging and economically inequitable society. SCAG's analysis considered both the physical constraints and economic barriers of continuing to grow rapidly on the fringes of the region. SCAG's policy committees reviewed and discussed emerging technologies and transportation innovations aimed at relieving congestion,while reducing emissions.

Local Regulations.This section summarizes applicable local regulations guiding transportation planning in Upland.

San Bernardino County Measure "I". In 2004, San Bernardino County approved the 30-year extension of Measure "I", a small sales tax on retail transactions through the year 2040 to fund transportation projects that include, but not limited to, infrastructure improvements, commuter rail, public transit, and other identified improvements.The Measure "I" extension requires that a regional traffic impact fee be created to ensure development is paying its fair share.Although Measure "I" is a self-executing sales tax administered by the San Bernardino County Transportation Authority(SBCTA),funds from Measure "I" have funded in the past and will continue to fund new transportation facilities in San Bernardino County, including the City of Upland.

City of Upland Development Impact Fee Program. The City adopted their latest update to its Development Impact Fee (DIF) program in November 2017. Fees from new residential, commercial, and industrial development are collected to fund Measure "I" compliant regional facilities as well as local facilities. Under the City's DIF program,the City may grant to developers a credit against specific fee components when those developers construct certain facilities and landscaped medians identified in the list of improvements funded by the DIF program.

After the City's DIFs are collected, they are placed in a separate restricted use account pursuant to the requirements of Government Code Sections 66000 et seq.The timing to use the DIFs is established through periodic capital improvement programs which are overseen by the City's Engineering Department. Periodic traffic counts, review of traffic accidents, and a review of traffic trends throughout Upland are periodically performed by City staff and consultants. The City uses this data to determine the timing of the improvements listed in its facilities list.The City also uses this data to ensure that the improvements listed on the facilities list are constructed before the LOS fall below the LOS performance standards adopted by the City. In this way, the improvements are constructed before the LOS falls below the City's LOS performance thresholds.The City's DIF program establishes a timeline to fund, design, and build the improvements.

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City of Upland General Plan. The City General Plan Circulation Element provides the following goals and policies pertaining to transportation and traffic that would be applicable to the proposed project:
• Goal CIR-1:A transportation network that provides mobility and access for all modes of travel including automobiles,transit, bicyclists, pedestrians, and freight vehicles. o Policy CIR-1.1c: Require the City's Roadways to strive to maintain LOS D at all intersections outside of the Downtown Specific Plan area and the Transit Priority Roadways except where such improvements are physically infeasible or would negatively impact bicyclists, pedestrians, or transit patrons. o Policy CIR-1.5: Require future development or redevelopment to disclose intersection traffic impacts in the City or adjacent jurisdictions as identified through the CEQA process and mitigate impacts where such mitigation measures are physically feasible.

These shall be required to contribute to the implementation of mitigation measures, including but not limited to those identified in the General Plan EIR, by the payment of fair share costs, constructing the required improvement, providing right-of-way, or other actions as required by the City.

4.7.2 Impacts and Mitigation Measures
This section provides an assessment of the potential impacts related to transportation that could result from implementation of the proposed project.The section begins with significance criteria, which establish the thresholds for determining whether an impact is significant.The latter part of this section presents potential impacts associated with implementation of the proposed project and identifies applicable mitigation measures, as appropriate.

4.7.2.1 Significance Criteria
The following thresholds of significance were adapted from Appendix G of the State CEQA Guidelines. Based on these thresholds, implementation of the proposed project would have a significant impact related to transportation if:

Threshold TRA-1: The proposed project would conflict with a program, plan, ordinance or policy addressing the circulation system including transit, roadway, bicycle and pedestrian facilities.

Threshold TRA-2: The proposed project would conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b).

Threshold TRA-3: The proposed project would substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment).

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To apply the significance criteria listed above,the analysis in this section uses the following significance thresholds,which are based on federal, State, and local regulations.

Threshold TRA-1.The following thresholds are used to determine whether the proposed project would conflict with an applicable plan, ordinance, or policy, including the congestion management program.

Transit. Conflicts with a program, plan, ordinance, or policy related to transit would be considered significant if the project would:

1. Disrupt existing transit services or facilities.This includes disruptions caused by project access points or staging areas near streets used by transit and transit stops/shelters; or

2. Interfere with planned transit services or facilities; or

3. Conflict or create inconsistencies with adopted transit system plans, guidelines, policies, or standards.

Roadway System. Per SB 743,transportation impacts related to vehicle delay or LOS are no longer considered significant environmental impacts.Therefore,the following criterion related to intersections is discussed for consistency with General Plan Policy CIR-1.1c. Intersection effects would be inconsistent with the standards set for the in the General Plan if the project would cause an intersection operating at an acceptable level of service (LOS A-D)to deteriorate to an unacceptable level (LOS E-F)with the addition of project trips.

Bicycle and Pedestrian Facilities. Conflicts with a program, plan, ordinance, or policy related to bicycle and pedestrian facilities would be considered significant if the project would:

1. Disrupt existing or planned bicycle or pedestrian facilities; or

2. Create inconsistencies with adopted bicycle or pedestrian system plans, guidelines, or policy standards.

Threshold TRA-2.The following threshold is used to determine whether the proposed project would exceed the applicable VMT threshold of significance.

VMT. The proposed project would result in a significant project-generated VMT impact if either of the following conditions occur:

1. The baseline project-generated VMT per service population exceeds the City of Upland General Plan Buildout VMT per service population; or

2. The cumulative project-generated VMT service population exceeds the City of Upland General Plan Buildout VMT per service population.

Threshold TRA-3.The following threshold is used to determine whether the proposed project would substantially increase hazards due to a design feature or incompatible uses.

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Hazards. Impacts related to hazards would be considered significant if the project would:

1. Substantially increase hazards due to a geometric design feature; or

2. Result in an incompatible land use.

Threshold TRA-4.The following threshold is used to determine whether the proposed project would conflict or create inconsistencies with adopted transit system plans,guidelines, policies, or standards.

Emergency Access. Impacts related to emergency access would be considered significant if the project would:

1. Limit emergency vehicle access routes or roadway facilities; or

2. Create a project site that is inaccessible to emergency vehicles.

4.7.2.2 Proposed Project
As described in Section 3.0, Project Description, of this EIR, development of the proposed project would result in the construction of 65 single-family residences as well as roadway improvements along East 15th Street.Trip generation was estimated for the proposed project using the Institute of Transportation Engineers (ITE) Trip Generation Manual(11th Edition) and other applicable sources used to prepare the project Traffic Analysis and VMT Screening Evaluation.The proposed project is anticipated to generate 614 two-way trips daily with 46 a.m. peak-hour trips and 61 p.m. peak-hour trips.

4.7.2.3 Project Impacts
Threshold TRA-1: Conflict with a Program, Plan, Ordinance, or Policy.The following section analyzes impacts related to conflicts with programs, plans, ordinances, or policies during both construction and operation.

Construction. It is anticipated that construction equipment and vehicles would be staged on site.The proposed project would require temporary lane closures on 15th Street to allow for utility connections and improvements within the public right-of-way.The proposed project does not include any characteristics (e.g., permanent road closure or long-term blocking of road access)that would physically impair or otherwise interfere with transit, roadways, bicycle facilities, and/or pedestrian facilities in the project vicinity, and project construction would last for approximately 24 months.The site-specific construction fleet would vary due to actual construction needs, but construction vehicle trips would derive from construction workers, vendor deliveries, and material hauling.

It is anticipated that the proposed project would require an import of 41,000 cubic yards of soil to balance cut and fill of the site and basin modifications.The delivery and removal of heavy equipment would occur outside of the morning and evening peak hours in order to have nominal impacts to traffic and circulation near the vicinity of the project. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.7 Transportation.docx(10/14/24) 4.7-9

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During all phases of construction, construction trips would be greater than the number of trips associated with the project site in the existing condition.Although construction traffic would be less than traffic generated by project operation,the project would be required to adhere to all applicable City Municipal Codes and Ordinances, and would implement recommendations outlined in the California Manual on Uniform Traffic Control Devices10 to reduce potential impacts on the local circulation system during project construction.The manual recommends early coordination with affected agencies to ensure that emergency vehicle access is maintained.

In addition to sidewalk improvements and curb cuts at project driveways and throughout the project footprint, the project would construct the following improvements to accommodate site access and maintain acceptable peak hour operations for the proposed project:
• Coyote Run Drive West and 15th Street: Construct Coyote Run Drive west as a private driveway to curve and connect with the new western alignment of 15th Street. • Fernando Ave and 15th Street:A knuckle11 would be installed on 15"Street at Fernando Avenue consistent with City standards.
• Coyote Run Driven East and 15th Street:A stop control on the southbound approach of the future Coyote Run Drive East and 15"Street would be installed to implement a cross-street stop-controlled intersection with no-turn restrictions.The gated driveway would serve as a secondary access point to the development, allowing egress and emergency vehicle access only.
• Western Alignment of 15th Street:A new western alignment of 15"Street between the future Coyote Run Drive West and the existing western terminus of 15th Street (which is just east of Campus Avenue) would be constructed to accommodate two-way traffic, consistent with City standards. Improvements would include curb and gutter improvements to both sides and a sidewalk along the south side which would join with the existing sidewalk adjacent to the existing RV storage facility.Three speed tables are proposed along the new alignment of 15th Street as a traffic calming measure.
• 15th Street:The project would also construct the ultimate half-section of 15th Street as a local roadway(66-foot right-of-way) along the project's frontage between Fernando Avenue and the project's eastern boundary consistent with City Standards. Frontage improvements include pavement, curb-and-gutter, sidewalk, and landscaping improvements.The proposed sidewalk on the north side of 15"Street would join the proposed sidewalk within the

3.0 California Department of Transportation. 2023. California Manual on Uniform Traffic Control Devices(CA MUTCD).Website: https://dot.ca.gov/programs/safety-programs/camutcd (accessed September 2023). 11 A street knuckle refers to an area where two streets meet in termination and the angle between the two centerlines of the streets range from 60 to 100 degrees. 12 The street is labeled "Coyote Run Drive" on project plans, but the traffic study identifies"West" and "East"to identify the two points in which this street intersects with 15th Street so there is no confusion with the same street name.

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project site to the existing sidewalk on Fernando Avenue. On-site traffic signing and striping would be implemented with the provisions of the California Manual on Uniform Traffic Control Devices13 and in conjunction with detailed project construction plans. Sight distance at each project access point would be reviewed with respect to standard Caltrans and City of Upland sight distance standards at the time of preparation of final grading, landscape, and street improvement plans.

With the above construction details and anticipated improvements, construction of the project would not conflict with a program, plan, ordinance, or policy addressing the local circulation system during construction. Impacts would be less than significant, and no mitigation would be required.

Project Operation. The Study Area intersections,which include Campus Avenue at 14th, 15th, and 16th Street, and Coyote Run Drive at East and West 15th Street, currently operate at acceptable LOS during the a.m. peak hour and p.m. peak hour in the Existing Condition. The proposed project is anticipated to generate a total of 614 two-way vehicle trips per day, with 46 a.m. peak-hour trips and 61 p.m. peak-hour trips.Table 4.7.A summarizes the intersection analysis results, which indicates that all intersections within the study area are anticipated to continue to operate at an acceptable LOS during peak hours with the addition of project traffic, which would not conflict with the City's Circulation Element Policy CIR-1.1c.

Table 4.7.A: Intersection Analysis for Opening Year Cumulative (2025) Conditions 2025 Without Project 2025 With Project
Intersection Delay(seconds) Level of Service Delay(seconds) Level of Service

AM PM AM PM AM PM AM PM Campus Ave&16th St 27.9 51.2 C D 28.1 52.2 C D Campus Ave&15th St 11.5 11.8 B B 11.5 11.8 B B Campus Ave&14th St 10.3 8.8 B A 10.9 9.1 B A Coyote Run Dr.West&15th St Future intersection 0 0 A A Coyote Run Dr.East&15th St Future Intersection 8.6 8.6 A A Source:Villa Serena Specific Plan(Tract 20245)Traffic Analysis,page 38(Urban Crossroads 2024).

The proposed project includes improvements to the public right-of-way along 15th Street that would enhance the pedestrian/non-motorized travel environment, such as landscaping to provide a barrier between roadway traffic, and improvements to safety and Americans with Disabilities Act accessibility.The proposed project would provide pedestrian and non-motorized travel crossings at all project driveways.The project site's internal circulation system would include similar improvements that would integrate pedestrian and non-motorized travelers with vehicular traffic.Therefore,the project is not anticipated to conflict with any program, plan, ordinance or policy addressing transit, bicycle, and pedestrian facilities. 13 California Department of Transportation. 2023.California Manual on Uniform Traffic Control Devices(CA MUTCD).Website: https://dot.ca.gov/programs/safety-programs/camutcd (accessed September 2023). \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.7 Transportation.docx(10/14/24) 4.7-11

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Vehicular access to the project site would be provided via two gated driveways from 15th Street, the primary ingress and egress driveway at the western boundary of the project site via the future new alignment of 15th Street from Coyote Run Drive West to Campus Avenue, and an egress/emergency vehicle access (EVA) only gated driveway to 15th Street east of Coyote Run Drive East.Although no bike lanes are included as part of the proposed project,the project would not interfere with access to existing Class II and Class III bike lanes on Campus Avenue and 16th Street, and the project driveways would not disrupt non-vehicular(i.e., pedestrian and bicycle) circulation within the project area. Landscaping would be installed along the 15th Street frontage to improve walkability and pedestrian safety along this roadway.These improvements are consistent with the goals and standards of the City's General Plan Circulation Element. For these reasons,the proposed project would not conflict with applicable provisions in the City's General Plan.

Conformance with SCAG's Connect SoCal.The SCAG RTP/SCS Connect SoCal 2020 goals are related to housing,transportation technologies, equity and resilience in order to adequately reflect the increasing importance of these topics in the region, and where possible,the goals have been developed to link to potential performance measures and targets.Table 4.7.B lists the 10 goals contained in the 2020 RTP/SCS and the project's relationship to these goals.The seven guiding policies contained in the 2020 RTP/SCS are geared more to the regional and sub-regional level; thus,the policies were not included for analysis.

The proposed project is also consistent with the SCAG RTP/SCS Connect SoCal 2020.The proposed project would provide roadway improvements within and adjacent to the project site, in addition to fair share payments into the City's DIF program for off-site regional transportation improvements.

Based on the above analysis presented in Table 4.7.B, operation of the proposed project would not conflict with a program, plan, ordinance, or policy addressing the local circulation system post-construction. Impacts would be less than significant, and no mitigation would be required.

Threshold TRA-2:VMT.As previously discussed above in Section 4.7.2.3,the City's TIA Guidelines for VMT list standardized screening criteria for project-level VMT analyses that can be used to identify when a proposed land use development project would result in a less than significant impact,thereby eliminating the need to conduct a full VMT analysis.A land use project need only meet one of the three screening criterions to result in a less than significant VMT impact. Per the City's TIA Guidelines, the proposed project was evaluated for VMT screening:14 14 Urban Crossroads.2022. Villa Serena Vehicle Miles Traveled(VMT)Screening Evaluation. July 20.

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Table 4.7.B: Project Specific Plan Consistency Analysis with the Connect SoCal 2020-2045 RTP/SCS
Connect SoCal Goal Proposed Project Consistency Analysis Goal 1:Encourage regional economic prosperity and Consistent:The proposed Project would serve as a long-range plan to guide the global competitiveness. development for a residential,master-planned community in Upland,California.

The proposed project would provide the area with needed housing,which would encourage regional economic prosperity.

Goal 2:Improve mobility,accessibility,reliability, Consistent:The proposed project includes roadway improvements to vehicular and and travel safety for people and goods. non-vehicular circulation systems.Improvements within the existing and currently unimproved portions of 15th Street.include 40 linear feet of paved vehicular travel area with a 5-foot-wide sidewalk and an 8-foot-wide landscaped parkway on the north side of the street.The extension of 15th Street to Campus Avenue envisions 26 feet of pavement allowing for two lanes of travel and a 5 foot-wide sidewalk and wedge curb on the south side of the new roadway.These project features provide and/or improve mobility and accessibility to and through the project area.

Goal 3:Enhance the preservation,security,and Consistent:The proposed project includes improvements to the existing circulation resilience of the regional transportation system. and infrastructure systems,which will build upon ongoing local and regional efforts to enhance the preservation,security,and resilience of the regional transportation system,.

Goal 4:Increase person and goods movement and Not Applicable:The proposed project is a residential development project and not travel choices within the transportation system. a project that would increase movement and travel choices internally.However, the project site would connect to nearby pedestrian and bicycle facilities in the vicinity.

Goal 5:Reduce greenhouse gas emissions and Consistent:Through compliance with applicable provisions of the California Energy improve air quality. and CALGreen Codes,the proposed project would provide solar roofs,EV charging capacity,pre-wiring for battery storage,energy efficient construction(e.g., enhanced insulation)and appliances(e.g. EnergyStar,use of heat pumps,pre- wiring/breaker sizing for future electrification),and use of water-efficient fixtures and water conserving landscaping,which comply with local and regional standards, to facilitate the use of alternative energy,to the extent feasible.Implementation of project features and improvements would contribute to the ongoing efforts to reduce greenhouse gas emissions and improving air quality.Per analysis presented in Section 4.2 Air Quality and Section 4.4 Greenhouse Gas Emissions,the proposed project would not result in significant impacts in both environmental resource areas.

Goal 6:Support healthy and equitable communities. Consistent:Frontage improvements include pavement,curb-and-gutter,sidewalk, and landscaping improvements.The proposed sidewalk on the north side of 15th Street would join the proposed sidewalk within the project site to the existing sidewalk on Fernando Avenue.Along the 15th Street extension,improvements would include curb and gutter improvements to both sides and a sidewalk along the south side which would join with the existing sidewalk adjacent to the existing RV storage facility. A public pedestrian/bicycle trail will extend from 156 Street to the existing public trails within the flood control basin,maintain and enhancing public connectivity to this feature.The proposed project's circulation and frontage improvements would contribute to the development of a healthy and equitable community(City's Healthy Community Element Goal HC-1)and would not adversely impact existing and planned adjacent communities by facilitating pedestrian and bicycle usage to and through the project area.

Goal 7:Adapt to a changing climate and support an Consistent:The proposed project,through project design and compliance with integrated regional development pattern and local,State,and federal regulations that address climate change and resiliency, transportation network. would contribute to local efforts and would complement the regional development pattern and transportation network through the development of an established community in Upland.The City released a final draft Climate Action Plan in September 2015 in accordance with CEQA Section 15183.5(a),which was designed so that the City's ongoing emission reduction efforts would coordinate with the State of California's strategies of reducing emissions.

Goal 8:Leverage new transportation technologies Not Applicable:This goal is not applicable to the proposed project. and data-driven solutions that result in more
efficient travel.
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Table 4.7.B: Project Specific Plan Consistency Analysis with the Connect SoCal 2020-2045 RTP/SCS
Connect SoCal Goal Proposed Project Consistency Analysis Goal 9:Encourage development of diverse housing Not Applicable:The proposed project is a master-planned community of 65 types in areas that are supported by multiple detached single-family homes.The project site is not located within a high-quality transportation options. transit corridor(See Section 4.7.6.2:VMT Impacts below).

Goal 10:Promote conservation of natural and Consistent:The proposed project would implement Mitigation Measures BIO-1 agricultural lands and restoration of habitats. through BIO-4 which would contribute to local efforts of conserving natural and agricultural lands and habitat restoration.The remaining area of the 15th Street flood control basin,after proposed project modifications,may accommodate for biological resources and habitat.For additional information,please see Section 4.3 Biological Resources.

Source:Southern California Association of Governments.Compiled by LSA(2023).

CALGreen=California Green Building Standards Code
EV=electric vehicle
RTP/SCS=Regional Transportation Plan/Sustainable Communities Strategy RV=recreational vehicle
Transit Priority Area Screening. Per the City's TIA Guidelines, projects within a Transit Priority Area may be presumed to have a less than significant impact absent substantial evidence to the contrary.

However,the presumption may not be appropriate if a project:
• Has a Floor Area Ratio (FAR) of less than 0.75;
• Includes more parking for use by residents, customers, or employees of the project than required by the jurisdiction (if the jurisdiction requires the project to supply parking); • Is inconsistent with the applicable Sustainable Communities Strategy(as determined by the Lead Agency, with input from the Metropolitan Planning Organization); or • Replaces affordable residential units with a smaller number of moderate-or high-income residential units.

The SBCTA's VMT Screening Tool was used to locate the project site and its proximity to a Transit Priority Area.The project site is not within 0.5 mile of an existing major transit stop or along a high-quality transit corridor; thus,the Transit Priority Area screening criterion is not met.

Low VMT Area Screening. Per the City's TIA Guidelines, residential and office projects that locate in areas with low VMT and that incorporate similar features (density, mix of uses, and transit accessibility) will tend to exhibit similarly low VMT.

A project may be presumed to have a less than significant VMT impact if located in an already low VMT generating traffic analysis zone (TAZ)that generates a VMT per service population that is less than the City' General Plan Building VMT per service population. The project's TAZ VMT per service population was compared to the City's adopted threshold of 35.3 VMT per service population.The project's TAZ 53656201 generates 31.4 VMT per service population, which is better than the City's adopted threshold Citywide average VMT per service population under buildout conditions.The project is within a low VMT generating zone;thus, the Low VMT Area screening criterion is met.

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Project Type Screening. Per the City's TIA Guidelines (2020), local-serving retail less than 50,000 square feet or other local essential services (e.g., day care centers, public schools, medical/dental office buildings) are presumed to have a less than significant impact absent substantial evidence to the contrary.The proposed project does not contain any local serving uses.

In addition, the City's TIA Guidelines(2020) state that small projects generating fewer than 250 daily vehicle trips may be presumed to have a less than significant impact, subject to discretionary approval by the City.As previously discussed above in Section 4.7.2.1, the project is anticipated to generate 614 daily vehicle trips; therefore,the proposed project does not meet the Project Type screening criterion.

The proposed project was found to meet Low VMT Area screening criterion, per the project's VMT Screening Evaluation.ls As one of the three screening criteria for VMT was met, the project would not conflict or be inconsistent with State CEQA Guidelines Section 15064.3, subdivision (b). Impacts would be less than significant, and no mitigation measures are required.

Threshold TRA-3:Transportation Hazards.The following section analyzes transportation hazards during construction and operation of the proposed project.

Construction. Development of the proposed project would require site preparation; delivery of materials, equipment, and personnel; undergrounding of utilities and connections to existing infrastructure in 15th Street; construction of the buildings; and installation of circulation and landscaping improvements. Grading and building activities would involve the use of standard earthmoving equipment(e.g., loaders, bulldozers, cranes, and other related equipment). All construction equipment, including construction worker vehicles, would be staged on the project site for the duration of the construction period. Construction workers are anticipated to drive standard vehicles that would not result in incompatible uses to the surrounding residential land uses.Therefore, project construction is not anticipated to result in incompatible uses that increase on-road hazards. Impacts would be less than significant, and no mitigation is required.

Operation.The design of the project's circulation system does not include any sharp curves or dangerous intersections. Roadway improvements in and around the project site would be designed and constructed to satisfy all City requirements for street widths, corner radii, intersection control, site access requirements, and internal circulation.As part of the City's standard plan check process,the final design of all roadways, intersections, and circulation within and adjacent to the project site would be reviewed by and subject to approval by City staff prior to issuance (as relevant) of any grading, construction, or occupancy permit, which would preclude uses that are incompatible with existing on-site or adjacent development. The review and approval by City staff sufficiently ensures the project would incorporate the necessary design features to provide safe travel to,from, and within the project site. As previously discussed, streets within the project site include curb cuts at intersections to both visually enhance the intersection,to promote pedestrian safety, and to accommodate non- motorized travelers.Therefore, project operation is not anticipated to result in incompatible 1s Urban Crossroads.2022. Villa Serena Vehicle Miles Traveled(VMT)Screening Evaluation. July 20. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.7 Transportation.docx(10/14/24) 4.7-15

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uses or hazardous geometric design features. Impacts would be less than significant, and no mitigation is required.

Threshold TRA-4: Emergency Access.The project site is not within a very high fire hazard severity area.16,'The project would be designed, constructed, and maintained to provide required emergency/evacuation access per City standards. As part of the development process, project plans would be submitted to City law enforcement,fire protection, and/or other emergency service providers (as appropriate)for review and approval prior to the issuance of building permits.

Construction. Construction activities may have a temporary effect on existing traffic circulation patterns by requiring partial lane closures during street improvements and utility installation or by increasing emergency vehicle response times.As previously discussed,the project would adhere to the recommendations outlined in the California Manual on Uniform Traffic Control Devices to reduce potential impacts on the local circulation system during project construction.

Recommendations would be implemented by the construction contractor to ensure that emergency vehicles would be able to navigate through the streets adjacent to the project site that may experience congestion due to construction activities. All emergency access to the project site and adjacent areas would be kept clear and unobstructed during all phases of demolition and construction. If a partial street closure (i.e., a lane closure) would be required, notice would be provided to the City of Upland Police Department and/or Fire Department, and flag persons would be used to facilitate traffic flow until construction is complete.

Operation.Traffic associated with project operation would use existing and improved roadways within the vicinity of the project site and within the project site.As no significant impacts to any study area intersections have been identified, it is anticipated that all intersections within the project vicinity would continue to operate at an acceptable LOS during all traffic conditions.The City's General Plan does not identify specific evacuation routes in the event of a disaster or emergency event. It is assumed that Major and Secondary Arterial roadways within the project vicinity and City would function as evacuation routes and/or emergency vehicle and responder access routes during the event of an emergency. Upon completion of the proposed project,the available evacuation routes for project occupants and guests would include:
• Egress to the West Via 15th Street and Campus Avenue from Coyote Run Drive West:This is the primary project access point from Campus Avenue, a secondary arterial that provides greater regional access and connects with SR-210 1.1 miles north of the project site. SR-210 offers travel options to the east or west into Los Angeles or San Bernardino counties. • Egress South Via Local Streets from Coyote Run Drive East/15th Street:This secondary project access driveway along 15th Street is egress/EVA only and would provide an evacuation route via local streets that connect to Campus Avenue to the west or Foothill Boulevard to the south.
16 RBF Consulting. 2015.City of Upland Final Program EIR. Page 5.14-21. 17 CAL FIRE. FRAP, Fire Hazard Severity Zones in LRA San Bernardino County.Website:
https://egis.fire.ca.gov/FHSZ/(accessed January 3, 2023).

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All on-site roadways, driveways, and parking spaces would comply with Section 18.56.130, Vehicle Access and Parking Requirements, in the City's Municipal Code. All project access driveways are proposed to be gated driveways; however, emergency response services would be provided access means to both driveways and during evacuation events.Additionally, all project driveways and internal streets would be constructed to comply with minimum dimension and clearance standards as required by the City Fire Department.Therefore, operation of the proposed project would not result in inadequate emergency access. Impacts would be less than significant, and no mitigation measures are required.

4.7.2.4 Cumulative Impacts
As defined in the State CEQA Guidelines, cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and probable future projects. A cumulative project list was developed through consultation with planning and engineering staff from the City of Upland.The cumulative project list includes known and foreseeable projects that are anticipated to contribute traffic(i.e., 50 or more peak-hour trips)to the study area intersections identified in the Traffic Analysis plus an ambient growth factor of 6.12 percent.18
All study area intersections are anticipated to operate at an acceptable LOS under Cumulative with project Traffic volumes. Given the distance between the proposed project site and cumulative project sites, impacts associated with design hazards, emergency access, or conflicts with adopted policies, plans, or programs supporting alternative transportation would not combine to create impacts over and above those associated with the proposed project.The proposed project would not have a cumulatively considerable impact related to transportation. No mitigation is required.

Construction and operation of the proposed project would not conflict with transportation programs, plans or policies that address the local circulation system. As shown in Table 4.7.B,the proposed project would not conflict with the policies and goals identified in the City's Circulation Element and the SCAG Connect SoCal by providing roadway improvements and installing pedestrian facilities (sidewalks and trail connections)to enhance and mobility and connectivity to and through the project area.

State CEQA Guidelines section 15064.3, subdivision (b)(1) states, in part, "...Projects that decrease vehicle miles traveled in the project area compared to the existing condition should be presumed to have a less than significant transportation impact." The project generates 31.4 VMT per service population,which is lower than the City's adopted threshold citywide average VMT per service population under buildout conditions.As such,the project would not result in a cumulative considerable impact relative to VMT.
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The project would not result in transportation hazards related to geometric design and incompatible land uses, as the project would be similar to the surrounding residential land use and circulation system.The project would not result in inadequate emergency access as the site is accessible from two driveways via secondary arterials and local streets.Therefore,the proposed project would not have a cumulatively considerable impact on transportation and traffic resources and this impact would be less than significant.

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4.8 TRIBAL CULTURAL RESOURCES
This section of the Environmental Impact Report(EIR) evaluates the potential for the project to impact tribal resources in Upland.This section discusses the existing tribal cultural resource environment and sets forth the relevant regulatory requirements that apply to the analysis of the Development project's impacts on tribal cultural resources. According to California Public Resources Code (PRC) Section 21074 and Chapter 532, Statutes 2014 (i.e.,Assembly Bill 52), "tribal cultural resources" are defined as:

1. Sites,features, places, cultural landscapes, sacred places, and objects with cultural value to a California Native American tribe that are either: (A) included or determined to be eligible for inclusion in the California Register of Historical Resources; or(B) included in a local register of historical resources as defined in subdivision (k) of[PRC] Section 5020.1.

2. A resource determined by the lead agency, in its discretion and supported by substantial evidence,to be significant pursuant to criteria set forth in subdivision (c) of[PRC] Section 5024.1.

Information in this section is based on the following site-specific study:
• Archaeological Resources Inventory Report for the Villa Serena Project, San Bernardino County, California, ECORP, March 2023 (Appendix H)

4.8.1 Existing Environmental Setting

4.8.1.1 Local Pre-Contact History'
The native people of Southern California (north of a line from Agua Hedionda to Lake Henshaw in San Diego County) spoke Takic languages that form a branch or subfamily of the Uto-Aztecan language family.The Takic languages are divided into the Gabrielino-Fernandeno language, the Serrano-Kitanemuk group (the Serrano [includes the Vanyume or Desert Serrano dialect] and Kitanemuk languages),the Tataviam language, and the Cupan group (the Luiseno-Juaneno language, the Cahuilla Language, and the Cupeno language),Takic speakers occupied the southern San Joaquin Valley before 3,500 before present(BP). Perhaps as a result of the arrival of Yokutsan speakers (a language in the Penutian language family)from the north,Takic speakers moved southeast.The ancestors of the Kitanemuk moved into the Tehachapi Mountains and the ancestors of the Tataviam moved into the upper Santa Clara River drainage.The ancestors of the Gabrielino (Tongva) moved into the Los Angeles Basin about 3,500 BP replacing the native Hokan speakers. Speakers of proto- Gabrielino reached the southern Channel Islands by 3,200 BP.

The material culture of the ancestors of the Gabrielino is termed the Del Rey Tradition (3,500 to 150 BP). With the arrival of the Takic speakers, settlement and subsistence systems changed. 1 ECORP.2023.Archaeological Resources Inventory Report for the Villa Serena Project,San Bernardino County, California. March.
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Mobility was greatly decreased compared to the Encinitas Tradition and small groups of related people lived in semi-permanent residential bases near a water source. Subsistence changed from a mobile foraging pattern to a collector pattern (Binford 1980). People collected resources and brought them back to the residential base. When away from the residential base people stayed overnight in temporary camps.

Six phases have been defined on the mainland (Angeles I—Angeles VI) and four phases (Island I — Island IV) have been defined on the southern Channel Islands for the Del Rey Tradition. Angeles I, II, and III (3,500 to 1,250 BP) correspond with the Intermediate Horizon. During this period mortars and pestles were first used which probably indicates the beginning of acorn exploitation.Acorns required greater processing time but were storable and contributed to a greater degree of sedentism. Lithic technology was more focused on making flake tools, rather than core tools. Large projectile points, including Elko points, indicate that hunting was probably still accomplished with the atlatl or spear thrower.

Angeles IV,V, and VI (1,250 to 150 BP) correspond with the Late Prehistoric Horizon.The complex hunter-gatherer cultures encountered by the Spaniards in southern California developed during the Late Prehistoric Period. People lived in villages of up to 250 people located near permanent water and a variety of food sources. Each village was typically located at the center of a defended territory from which resources for the group were gathered. Small groups left the village for short periods of time to hunt,fish, and gather plant foods. While away from the village,they established temporary camps and created locations where food and other materials were processed.Archaeologically, such locations are evidenced by manos and metates for seed grinding, bedrock mortars for acorn pulverizing, and lithic scatters indicating manufacturing or maintenance of stone tools (usually made of chert) used in hunting or butchering. Overnight stays in field camps are evidenced by fire affected rock used in hearths.

The beginning of Angeles IV is marked by the introduction of the bow and arrow, which made deer hunting more efficient.The bow and arrow was also used in wars for territorial defense. One of the most important food resources for inland groups was acorns gathered from oak groves in canyons, drainages, and foothills. Acorn processing was labor intensive, requiring grinding in a mortar and leaching with water to remove tannic acid. Many of the mortars are bedrock mortars. Seeds from sage and grasses, goosefoot, and California buckwheat were collected and ground into meal with manos and metates. Seeds were used as the storable staple in areas which lacked acorn-producing oak groves. Protein was supplied through the meat of deer, rabbits, and other animals, hunted with bow and arrow or trapped using snares, nets, and deadfalls. On the coast fish were obtained using shell fishhooks and nets. Trade among local groups and inland and coastal groups was important as a means of obtaining resources from outside the local group's territory. Items traded over long distances included obsidian from the Obsidian Butte source in Imperial County and from the Coso source in Inyo County, steatite bowls and ornaments from Catalina Island, shell beads and ornaments from the Santa Barbara Channel area, rabbit skins and deer hides from the interior, and dried fish and shellfish from the coast.Acorns, seeds, and other food resources were probably exchanged locally.

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4.8.1.2 Ethnography
Ethnographic accounts of Native Americans indicate that the Gabrielino (also known as Gabrieleno, or Tongva) once occupied the region that encompasses the project area. At the time of contact with Europeans,the Gabrielino were the main occupants of the southern Channel Islands,the Los Angeles Basin, much of Orange County, and extended as far east as the western San Bernardino Valley.The term Gabrielino came from the group's association with Mission San Gabriel Arcangel, established in 1771.The Gabrielino are believed to have been one of the most populous and wealthy Native American tribes in Southern California prior to European contact and spoke a Takic language.The Takic group of languages is part of the Uto-Aztecan language family.

The Gabrielino occupied villages located along rivers and at the mouths of canyons. Populations ranged from 50 to 200 inhabitants. Residential structures within the villages were domed, circular, and made from thatched tule or other available wood. Gabrielino society was organized by kinship groups,with each group composed of several related families who together owned hunting and gathering territories. Settlement patterns varied according to the availability of floral and faunal resources.Vegetal staples consisted of acorns, chia, seeds, pinon nuts, sage, cacti, roots, and bulbs.

Animals hunted included deer, antelope, coyote, rabbits, squirrels, rodents, birds, and snakes.The Gabrielino also fished and collected marine shellfish. By the late 18th century, Gabrielino population had significantly dwindled due to introduced European diseases and dietary deficiencies. Gabrielino communities disintegrated as families were taken to the missions. However, current descendants of the Gabrielino are preserving Gabrielino culture.

4.8.2 Regulatory Setting

4.8.2.1 Federal Regulations
There are no federal regulations that are applicable to tribal cultural resources relevant to the project.

4.8.2.2 State Regulations
California Register of Historical Resources(PRC Section 5020 et seq.). State law also protects cultural resources by requiring evaluations of the significance of prehistoric and historic resources in CEQA documents. A cultural resource is an important historical resource if it meets any of the criteria found in CEQA Guidelines Section 15064.5(a).These criteria are nearly identical to those for the NRHP, which are listed above.

The State Historic Preservation Officer(SHPO) maintains the CRHR. Properties listed, or formally designated eligible for listing, on the NRHP are nominated to the CRHR and then selected to be listed on the CRHR, as are State Landmarks and Points of Interest.

Per Section 5024.1(c), a resource may be listed as an historical resource in the California Register if it meets any of the following National Register of Historic Places criteria:
• Is associated with events that have made a significant contribution to the broad patterns of California's history and cultural heritage.
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• Is associated with the lives of persons important in our past. • Embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values. • Has yielded, or may be likely to yield, information important in prehistory or history.

In addition to meeting one or more of the above criteria,the CRHR requires that sufficient time has passed since a resource's period of significance to "obtain a scholarly perspective on the events or individuals associated with the resource." Fifty years is used as a general estimate of time needed to develop the perspective to understand the resource's significance (California Code of Regulations [CCR] 4852[d][2]).

The CRHR also requires that a resource possess integrity, which is defined as "the authenticity of an historical resource's physical identity evidenced by the survival of characteristics that existed during the resource's period of significance" (CCR 4852[c]). To retain integrity, a resource should have its original location, design, setting, materials, workmanship, feeling, and association. Which of these factors is most important depends on the particular criterion under which the resource is considered eligible for listing.

Senate Bill 18. SB 18, signed into law in September 2004, requires local (city and county) governments to consult with California Native American tribes to aid in the protection of traditional tribal cultural places through local land use planning.The intent of SB 18 is to provide California Native American tribes an opportunity to participate in local land use decisions at an early planning stage, for the purpose of protecting or mitigating impacts to cultural places.The consultation and notice requirements apply to adoption and amendment of both general plans (Government Code Section 65300 et seq.) and specific plans (Government Code Section 65450 et seq.). Specifically, Government Code Section 65352.3 requires local governments, prior to making a decision to adopt or amend a general plan,to consult with California Native American tribes identified by the NAHC for the purpose of protecting or mitigating impacts to cultural places. The NAHC is the State agency responsible for the protection of Native American burial and sacred sites.

Assembly Bill 52 Tribal Consultation. California PRC Section 21080.3.1 and Chapter 532, Statutes 2014 (i.e., AB 52), require that a project with an effect that may cause a substantial adverse change in the significance of a tribal cultural resource, as defined, is a project that may have a significant effect on the environment. The bill requires a lead agency to begin consultation with each California Native American tribe that is traditionally and culturally affiliated with the geographic area of the proposed project, if the tribe requested to the lead agency, in writing,to be informed by the lead agency of proposed projects in that geographic area and the tribe requests consultation, prior to determining whether a Negative Declaration, Mitigated Negative Declaration, or Environmental Impact Report is required for a project. The bill specifies examples of mitigation measures that may be considered to avoid or minimize impacts on tribal cultural resources.The bill makes the above provisions applicable to projects that have a Notice of Preparation, or a notice of Negative Declaration or Mitigated Negative Declaration filed on or after July 1, 2015. By requiring the lead agency to consider these effects relative to tribal cultural resources and to conduct consultation with California Native American tribes, this bill imposes a State-mandated local program.

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4.8.2.1 Regional Regulations
There are no regional regulations that are applicable to tribal cultural resources relevant to the project.

4.8.2.2 Local Regulations
There are no local regulations that are applicable to tribal cultural resources relevant to the project.

4.8.3 Impacts and Mitigation Measures
This section provides an assessment of the potential impacts related to tribal cultural resources that could result from implementation of the proposed project.The section begins with the criteria of significance, which establish the thresholds for determining whether an impact is significant.The latter part of this section presents potential impacts associated with implementation of the proposed project and identifies applicable mitigation measures, as appropriate.

4.8.3.1 Significance Criteria
The City has not established local CEQA significance thresholds for this impact area as described in Section 15064.7 of the CEQA Guidelines. Therefore, significance determinations utilized in this section are from Appendix G of the CEQA Guidelines. According to Section XVII of Appendix G to the State CEQA Guidelines, the Development Project would result in a significant impact to tribal cultural resources if the project would:

Threshold TCR-1: Cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place,cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:

Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k).

Threshold TCR-2: Cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place,cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:

A resource determined by the lead agency, in its discretion and supported by substantial evidence,to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1? In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe.
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4.8.3.2 Project Impacts
Threshold TCR-1:Substantial Adverse Change in the Significance of a Tribal Cultural Resource listed or eligible for listing.; and
Threshold TCR-2:Substantial Adverse Change in the Significance of a Tribal Cultural Resource determined by the lead agency, in its discretion and supported by substantial evidence,to be significant.

A record search for the property was conducted at the South Central Coastal Information Center (SCCIC) at California State University, Fullerton on February 6, 2023.The purpose of the records search was to determine the extent of previous surveys within a 1-mile radius of the project site and whether previously documented pre-contact or historic archaeological sites, architectural resources, or traditional cultural properties exist within this area.

In addition to the official records and maps for archaeological sites and surveys in San Bernardino County,the following historic references were also reviewed: Built Environment Resource Directory; Historic Property Data File for San Bernardino County);the National Register Information System); Office of Historic Preservation, California Historical Landmarks; California Points of Historical Interest; Directory of Properties in the Historical Resources Inventory; and Historic Spots in California. No resources located on any of these databases were identified within the project site.

Other references examined include a RealQuest Property Search and historic General Land Office land patent records (Bureau of Land Management 2023). Historic maps reviewed include:
• 1897 USGS Cucamonga, California topographic quadrangle map (1:1,000 scale). • 1942 USGS Ontario and Vicinity, California topographic quadrangle map (1:31,680 scale). • 1954 USGS Ontario, California topographic quadrangle map (1:24,000 scale). • 1967 USGS Ontario, California topographic quadrangle map (1:24,000 scale). • Historic aerial photographs taken in 1938, 1948, 1959, 1966, 1978, 1985, 1994, and 2010 were reviewed for indications of property usage and built environment.

No historic resources were identified from a review of these data sources.

The records search indicated 49 previous cultural resource investigations have been conducted within 1 mile of the project site, covering approximately 80 percent of the total area surrounding the property within the records search radius. Of the 49 studies, 3 overlap with the project site.The records search also determined that 37 previously recorded pre-contact and historic-era cultural resources are located within one mile of the project site. Of these, nine are believed to be associated with Native American occupation in the project vicinity and 28 are historic-era sites, associated with early buildings and structures including adobes, inns and restaurants, and citrus agriculture and early roads. None of these resources, neither American nor historic-era resources, were identified within the project site.

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RECIRCULATED DRAFT ENVIRONMENTAL IMPACT REPORT VILLA SERENA SPECIFIC PLAN PROJECT L SA OCTOBER 2024 UPLAND, CALIFORNIA
The Notice of Preparation (NOP)for the project was distributed for public review for a 30-day period extending from February 8 to March 8, 2022.The City subsequently extended the period of public review to March 17, 2022. Three tribal contacts provided comment to the NOP:
• Gabrieleno Band of Mission Indians—Kizh Nation (February 17, 2022): Stated general agreement with the project and requested consultation for any and all future projects when ground disturbance will be occurring within the project location. • Quechan Indian Tribe (February 23, 2022):Stated the tribe had no comments on the project and, "...defer to the more local Tribes and support their decisions on the projects." • San Manuel Band of Mission Indians(March 9, 2022):The tribe stated proposed project area exists within Serrano ancestral territory and,therefore, is of interest to the tribe. However, due to the nature and location of the proposed project, and given the tribe's present state of knowledge,the tribe does not have any concerns with the project's implementation, as planned, at this time.The tribe further provided suggested language to mitigate for any potential impacts related to tribal cultural resources.

No public comments related to tribal cultural resources were made during the June 8, 2022 Public Scoping meeting.

A Sacred Lands File was conducted on January 30, 2023 through the Native American Heritage Commission.This search resulted in a negative indication for the presence of Native American cultural resources in the project area.The Native American Heritage Commission recommended Senate Bill 18 (SB18) notification to the following 17 Native American contact via United States Postal Service (return receipt) on June 28, 2023.
• Gabrieleno Band of Mission Indians—Kizh Nation'
• Gabrieleno/Tongva San Gabriel Band of Mission Indians2 • Gabrielino Tongva Indians of California Tribal Council3 • Gabrielino/Tongva Nation
• Gabrielino-Tongva Tribe
• Morongo Band of Mission Indians
• Morongo Band of Mission Indians
• Quechan Tribe of the Fort Yuma Reservation
• Yuhaaviatam of San Manuel Nation (formerly the San Manuel Band of Mission Indians) • Santa Rosa Band of Cahuilla Indians
• Serrano Nation of Mission Indians
• Serrano Nation of Mission Indians
• Soboba Band of Luiseno Indians
• Soboba Band of Luiseno Indians
1 Duplicate consultation letters provided to Chairperson Salas per the NAHC contact list 2 Duplicate consultation letters provided to Chairperson Morales per the NAHC contact list. 3 Consultation letters to different parties at this this tribe per NAHC contact list. \\aznasunifiler2\projects\TCI2201 Villa Serena\03 Focused EIR\Draft EIR\October 2024 Draft EIR\DM only\4.8 Tribal Cultural Resources.docx(10/14/24) 4.8-7